Automotive

For decades, the Toyota Corolla has been the go-to car for those needing a simple, reliable and affordable small sedan. Nothing exciting and nothing fancy. It’s like the vanilla ice-cream of cars. Plain and simple.

Last year, we saw Toyota spice up the Corolla line by adding a sporty hatchback. For 2020 though, Toyota has redesigned the Corolla sedan – by injecting some frills and thrills to the car in an attempt to bring new buyers to the Corolla while maintaining those that continue to want a simple car.

The all-new Corolla is basically the same size as the outgoing model, but rides on an all-new platform that Toyota claims increases rigidity. The new platform also implements a more sophisticated multilink rear suspension – doing away with its old torsion-beam arrangement. To the causal observer, the new Corolla looks handsome and sharp and from some angles like a smaller version of the current Camry, which is also a good-looking car.

The Corolla is available in five different trim levels: L, LE, SE, XLE and XSE. The base L, along with the LE and XLE use a 1.8-liter four-cylinder engine (139 horsepower, 126 lb-ft of torque) that is paired with a CVT automatic transmission. The sporty SE and top-of-the-line XSE get a 2.0-liter engine (169 hp, 151 lb-ft) along with the CVT automatic – but paddle shifters are placed behind the steering wheel. A six-speed manual transmission is an option on the SE. As has been the case since the 1980’s, all Corollas continue to be front-wheel drive cars. The test car that Toyota had me in recently was a dark blue (Toyota calls it BluePrint) XSE.

Inside the new Corolla, it’s easy to see the improvements. Gone is the cheap plastic interior and in its place are better materials and a fresh, straightforward design. All Corollas get a 7-inch (or 8-inch depending on trim level) touchscreen along with a USB port and Apple CarPlay (sorry no Android Auto support). The SE and XSE get front sports seats, that I must say, are impressive. The bolsters are big enough to hold you in place, but not too big where you feel confined in your seat. Along with the content inside, Toyota has gone the extra mile by paying attention to small details which can be found by the blue stitching that goes the length of the dash. A little thing, but that combined with everything else inside makes the new Corolla feel very nice inside.

The driving experience of the new Corolla is easily more enjoyable than Corollas of past with a much better steering system that actually makes driving it a pleasure, as opposed to a task that must be done. Power is still in short supply, but a Sport mode gives it a little extra kick as well as a cool change in speedometer color and design. The paddle shifters add a level of enjoyment to the driving experience. Remember, this is a CVT transmission, so there are no actual gears to change, but using the paddle shifters makes it emulate an 8-speed transmission, and the shifts “feel” instantaneous as you slap the paddle. It’s fun to do a few times, but the engine simply lacks the punch to make things exciting.

Joining the Corolla sedan in the lineup is a Corolla Hybrid as well as a sporty Corolla Hatchback, giving loyal Corolla buyers plenty to choose from.

As it is, the new Corolla doesn’t stray far from what we know a Corolla to be. It’s still a fairly inexpensive, practical, and economical car. But now Toyota has added a layer to it which happens to include some attractive styling as well as some enjoyment behind the wheel. You can still think of the Toyota Corolla as vanilla ice cream – but it now has some chocolate syrup and sprinkles added to it.

— Christopher A. Randazzo
By The Numbers:

2020 Toyota Corolla XSE

Base Price: $25,450.00
Price as Tested: $26,794.00
Layout: front-engine / front-wheel drive
Engine: 2.0 liter DOHC 4-cylinder
Transmission: CVT automatic
Horsepower: 169 horsepower
Torque: 151 ft/lbs
EPA Fuel Economy: 31 city / 38 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

By Christopher A. Randazzo

To just about anyone that loves driving, the Mazda MX-5 Miata roadster is a favorite. It’s small, light, affordable, cute, and most importantly, fun to drive. The Miata first came out in 1989, and since then has gone through many revisions. But that simple recipe of being fun first has always remained.

The fourth and current generation Miata is available in two forms, the typical roadster, and the subject of this week’s review – the coupe-like RF.

RF stands for “Retractable Fastback” as the roof panel is retractable and the RF gives the Miata the look of a fastback coupe. If you like the styling of the current Miata soft-top, the RF shouldn’t rub you wrong. On the other hand, those that have never been a fan of the little pop-top Mazda, may have a liking for the RF, as it really gives the Miata a different vibe.

Like all Miata’s, the RF uses a 2.0 liter four-cylinder engine that sends power to the rear wheels. Big news for the 2019 model year is that all Miata’s get a boost in engine output from 155 to 181 horsepower. That’s a nice amount of power in a car that that tips the scale just under 2500 pounds. In case you’re curious, the RF weights 113 pounds more than a similarly equipped Miata. And if you’re into tracking the car, that extra weight is situated aft of the driver, moving the Miata more towards a 50/50 front/rear weight distribution.

The increase in horsepower makes the Miata RF hit 60 mph in about 6 seconds when equipped with the manual transmission. You can expect the automatic version to be about a half-second slower.

Inside the RF it’s typical Miata with a snug and cozy cabin that is really quite comfortable. The main gauges are the conventional analog style and are easy to read. The control layout is similar to that found in other Mazdas and works well. Cupholders continue to be the install-them-yourself type – and they take up arm space on the center console. I tossed them in the trunk. Speaking of the trunk – the RF’s is .1 cubic smaller than the regular Miata, but the opening hasn’t changed. Past experiences have taught me that there is room for a few bags of groceries or a tote bag or two – just not both at the same time. The thing to remember is that the Miata is a car to have fun in, not one to tackle a days full of errands in.

While I think it’s sacrilegious to own a car like a Miata with an automatic transmission, I had no say in how the test car was equipped, and sure enough, it came with the 6-speed slushbox. After driving it for a week and traveling more than 300 miles in it, I have to say, my attitude towards an automatic-equipped Miata has changed.

Don’t get me wrong, I still prefer three-pedals and a stick to navigate through the gear box but going with an automatic Miata doesn’t necessarily turn the car into mere transportation. Mazda’s automatic isn’t bad at all. Unlike most automatics that try to get to the highest gear as quickly as possible, in the Miata, it holds the gears a little longer, which makes things a little more exciting, especially through corners. Flip the center console mounted switch to Sport and the longer shifts are amplified. Shift paddles are provided, and their response time was quick. But I’m still convinced paddle shifters are best used with dual-clutch transmission which the Miata would greatly benefit from.

Just like with the soft-top, it’s super easy to transform the RF from coupe to an open-roof car. Push and hold the console-mounted roof button and watch as the sail panels lift and raise back while the rear glass and two roof panels fold up into a little compartment behind the seats. The sail panels then return into place and you’re left with a roofless Miata. It’s quite an event to witness.

While the RF is all about smiles per mile, it does give up some things. First, there are some serious blind spots thanks to the RFs fastback design. And while the car is tighter and quieter than its soft-top counterpart, with the top retracted, there is a lot of turbulence in the cabin. Minor items considering the fun the RF delivers.

In the end, at the top of my Miata wish-list would be a soft top that requires me to do my own shifting. But the RF provides a different look to the Miata as well as coupe-like conveniences. And going with the automatic transmission surely doesn’t mean you’re leaving the fun behind. No matter how you pick it, you can’t go wrong with any 2019 Miata.

By The Numbers:

2019 Mazda MX-5 Miata RF Grand Touring

Base Price: $34,410.00
Price as Tested: $37,900.00
Layout: front-engine / rear-wheel drive
Engine: 2.0 liter 16-valve DOHC 4-cylinder
Transmission: 6 – speed manual
Horsepower: 181 hp
Torque: 151 ft-lbs
EPA Fuel Economy: 26 mpg city / 35 mpg highway

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

By Christopher A. Randazzo

The Honda Passport is back. Trivia buffs may remember the first Honda Passport being nothing more than a rebadged Isuzu Rodeo SUV. That was back in the 1990’s when Honda didn’t have an SUV of their own. Now they have four SUV’s in their lineup, the latest addition being the all-new Passport.

The 2019 Honda Passport is a slightly shorter version of the three-row Honda Pilot. Slotted above the CR-V and below the Pilot, the Passport lacks a third row. It competes against other two row SUVs like the new Chevrolet Blazer, Ford Edge, Hyundai Santa Fe and Nissan Murano.

When it comes to appearance, the Passport can easily be mistaken for a Pilot. But look closely and you’ll notice not only is the Passport slightly shorter than the Pilot, it’s also taller – and has better ground clearance. Honda has made the Passport a little more off-road capable with the higher stance, shorter approach and departure angles and more use of plastic on the body for taking on the outdoors.

Under the hood, the Passport uses the same 3.5-liter V6 that is found in the Pilot. Making 280 horses and 262 lb-ft of torque, the Passport feels much livelier than the Pilot, most likely due to the Passport being a slightly lighter. The Passport is front-wheel driven, but Honda’s all-wheel-drive system, dubbed i-VTM4 (Intelligent Variable Torque Management), is optional, and features drive settings for Normal, Sand, Snow, and Mud. A nine-speed automatic is the sole transmission. The Passport has a towing capacity of 5,000 pounds – which is 1,500 more than the larger Pilot is rated at.

The Passport is offered in four trim levels: Sport, EX-L, Touring and Elite. The test vehicle that I was recently in was a top-of-the line Elite with a gray interior.

All Passports benefit from a modern, refined cabin. Entering and exiting the Passport is easy, and once in, all the passengers benefit from an abundance of room, bins and of course cupholders. Due to the lack of a third-row seat, more interior space is dedicated for its second-row passengers. And on Elite models, those backseat passengers will appreciate the pull-down window sunshades. Except for the base Sport model, every Passport uses an 8-inch touchscreen interface to control most features and controls. While it’s still not as easy and intuitive to use as some others, it’s an improvement from other Hondas.

On the road, the Passport delivers excellent road manners. The nine-speed transmission, criticized in the past for not being the smoothest at shifting, has been improved upon and now delivers seamless shifts. The driving experience is very tight and solid with power from the V6 being quite impressive (0-60 mph in 6 seconds). The gauge cluster is a mix of analog gauges for the engine temperature and fuel gauge and digital for the speedometer and tachometer. A bar at the top of the cluster indicates how environmentally friendly you are driving. Go easy on the gas pedal and the bar lights up in a happy green. Smash the pedal down, and well, the bar simply goes away.

The 2019 Honda Passport starts at $31,990 for the front-wheel drive Sport model while the Elite, which comes standard with all-wheel drive starts at $43,680.

For Honda lovers that think the CR-V is just a little too small yet the Pilot is a bit too big, the Passport is their ticket. It’s easy to think of the Passport as a quicker, smaller and more enjoyable Pilot. However you look at it, it’s good to have the Passport back.

By The Numbers:

2019 Honda Passport AWD Elite

Base Price: $43,680.00
Price as Tested: $44,725.00
Layout: front-engine / all-wheel drive
Engine: 3.5 liter VTEC V6
Transmission: 9-speed automatic
Horsepower: 280 hp
Torque: 262 ft-lbs
EPA Fuel Economy: 19 city / 24 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at auto_cran@hotmail.com]

By Rick Minter / Andrews McMeel Syndication

When NASCAR’s playoffs start, the sport’s top teams tend to rise to the occasion, and Sunday’s playoff opener at Las Vegas Motor Speedway continued the trend, as Martin Truex Jr. took the win in the South Point 400 at Las Vegas Motor Speedway and playoff drivers filled the top 10.

The bottom 10 also included a couple of playoff drivers, as Kurt Busch crashed and finished 39th, while Erik Jones was 36th after spending 15 laps in the garage to repair the transmission of his No. 20 Toyota.

Truex’s win was his fifth of the season, which tops all other drivers, and it was the third time in the past four years that he’s won the playoff opener.

Kevin Harvick took the runner-up spot over Brad Keselowski, Chase Elliott and Ryan Blaney.
Truex said the win, the 24th of his career, came at an opportune time.

“It’s huge … for a lot of reasons,” he said. “When we can get things to roll our way, not make any mistakes, this is what we can do. Great time with the playoffs starting to be able to do it.”

Kyle Busch had an uncharacteristically bad race. He entered the playoff opener as the points leader and fell two laps down at one point, after brushing the wall early in the race, but he took the wave-around on two occasions to get back on the lead lap and wound up 19th after another incident late in the race.

He blamed inexperienced drivers at the back of the pack.
“We’ve got guys that have never won Late Model races running out here,” he said of drivers Joey Gase and Garrett Smithley. “It’s pathetic.”

The two took issue with Busch on Twitter, saying if they had better equipment, they’d finish better.
Several playoff drivers, and others too, had to deal with tires cut due to contact with other drivers, especially on restarts.
Truex said he wasn’t surprised at the aggression on Sunday.

“I feel like, as you go through the race, every restart gets a little more crazy because everybody’s cars are getting a little more better dialed in, everybody is getting more confidence,” he said. “Usually the track, especially at a place like [Las Vegas] where it’s cooling down, the track is getting faster, you can be more aggressive.”

PHOTO CAPTION: Martin Truex Jr. (right) and his crew chief Cole Pearn are all smiles after coming from back in the pack to win the Cup circuit’s playoff opener at Las Vegas Motor Speedway Sunday night. Chris Graythen/Getty Images for NASCAR

By Rick Minter/ Andrews McMeel Syndication

Sunday’s Big Machine Vodka 400 at the Brickyard delivered a string of storylines, from Kevin Harvick’s victorious run to Jimmie Johnson’s crash that ended his career-long playoff streak to two drivers earning playoff berths to Bubba Wallace’s impressive third-place finish to a number of violent crashes that took out several top drivers.
Harvick’s dominating win in the Cup circuit’s regular-season finale, in which he led 118 of 160 laps, including the final 30, was the 48th of his career, his third of the season and his second at the Brickyard.

His three wins this year have all come in the past seven races, and that recent surge has established him as one of the drivers who are likely to take the championship battle to the four Joe Gibbs Racing drivers — Kyle Busch, Denny Hamlin, Martin Truex Jr. and Erik Jones — who combined to win half the regular season races.
But in his post-race interviews, Harvick wouldn’t go so far as to say he has gained an advantage on the Gibbs drivers.
“I think we’ve definitely made some strides in getting … closer to where we want to be,” he said. “I think we still have some things that we have to work on at certain styles of racetracks.

“But this [playoff format] is survive and advance, and you don’t necessarily have to have the fastest car. We had the fastest car [at Indy], maybe not the best handling car, but we survived, and really, a day like [Sunday] is a lot like how you’re going to have to approach every race in the playoffs.”
He said his Stewart-Haas team is still developing its cars to maximize their performance under the new lower horsepower/higher downforce handling package that is being used this year.
“I still feel like we’re learning a lot about this particular rules package at certain types of racetracks,” he said. “We’ve been changing things and working on things, and there’s a lot of little things that you put together to start the playoffs that you put through the manufacturing side and the engine side and the 100 other things that you put together, and you just have to execute at this point.”

Harvick said that as he heads to Las Vegas Motor Speedway for the playoff opener, the technical details about the cars aren’t as important to him as the personnel factors.
“The most important thing is that … we have a lot of confidence in each other and the things that we’re doing right now, and sometimes that’s more important than fast cars,” he said.
Another driver talking about his crew was Ryan Newman, whose determined drive to an eighth-place finish allowed him to take the No. 6 team at Roush Fenway Racing to the playoffs for the first time since 2006.

Newman took the 16th and final berth by finishing three spots ahead of his closest challenger, Daniel Suarez, while Clint Bowyer, with a fifth-place finish, also secured a playoff spot.
Newman, in his first year in the No. 6, said he was proud of his team’s turnaround.
“It’s been a year of progress, a year of learning, a year of a lot of things,” he said. “I’m more rookie this year than I’ve ever been, but an ice-cold Coke never tasted so good after these first 26 races.”

He acknowledged that it’ll take more improvement to stay in the playoffs for multiple rounds.
“What happened [at Indy] could happen in three more races, so we’ve got to put our nose to the grindstone,” he said. “I think we have a lot of work to do. …
“We’ve showed that we can progress throughout the race, but we’ve got to start qualifying in the top 10 to be able to finish in the top five, and then we’ll prove that we’re made of more than what we’re showing.”

For Johnson, the grinding crash on Lap 104 symbolized his season to date. He’s been fast at times, but had misfortunes arise that negated his efforts.
He was philosophical in his post-race comments to the media.
“Unfortunately, we had a bad 25 races that led to the position we’re in here, and we needed a stellar day,” he said. “I think we were having a strong day. I’m really proud of my team with what’s been going on. The No. 1 car [Kurt Busch] had a little trouble on the restart. I’m on the inside going into the corner and it was just super tight. It’s unfortunate that happened.”
Johnson also said he’s not conceding the remainder of the season even though he won’t be running for the championship.

“We have that to be proud of,” he said. “Sure we wanted [the 15-year playoff streak] to continue on, but the goal is to win a race. This team is getting stronger each and every week and [crew chief] Cliff Daniels is doing an amazing job of leading this group … and we’re ready to roll. We’ll dust ourselves off and go to Vegas and try to get a trophy.”
Suarez also was looking ahead after coming up short in his bid for a playoff spot.

“We just didn’t have the straightaway speed this weekend for whatever reason,” he said. “We have to keep working on it and try to keep getting better.”
Kyle Busch, who had already clinched the regular-season championship and the 15 bonus points that come with it, heads into the playoffs as the points leader despite falling out of the Brickyard 400 with a blown engine.

“I didn’t think we had a chance to win,” he said of his prospects at Indianapolis. “We were just way too tight, we were off a little bit today. Thought we were going to have a solid third-to-fifth-place car anyways and come out of here with a solid effort and have some momentum rolling into the next week.
“Unfortunately, we blew up.”

Several drivers besides Johnson were sidelined by crashes, among them Erik Jones, Landon Cassill, Brad Keselowski and Kyle Larson.
Keselowski hit a stack of tires and said the Indianapolis track, which was the first to install SAFER barriers, needs to address vulnerable places like the one he hit.
“This track really was part of the safety revolution about 15, 20 years ago, and I think it is time for another,” he said. “I think there probably should not be weird angles like that to wreck on.”

PHOTO CAPTION: Big Machine Vodka 400 at the Brickyard winner Kevin Harvick has the straightaway to himself as he takes the checkered flag Sunday in Indianapolis. Chris Graythen/Getty Images for NASCAR

By Rick Minter / Andrews McMeel Syndication

For much of the 2019 Monster Energy Cup Series season, Erik Jones has been the underperforming member of the Joe Gibbs Racing quartet, as his teammates — Kyle Busch, Martin Truex Jr. and Denny Hamlin — combined to win 12 of the first 24 races.
But in the wee hours of Sunday morning at Darlington Raceway, Jones stepped up in a big way, outrunning two fast Kyles, Busch and Larson, over the final 80 laps of the Southern 500 to get his first Cup win of the season and the second of his career.

Larson finished second, while Busch, who bounced off the wall and blew a tire in a desperate attempt to overtake Jones, still nursed his No. 18 Toyota to a third-place finish and claimed the regular season title and the 15 playoff points that come with it.
Kevin Harvick and Brad Keselowski completed the top five.

For Jones, who nearly won at Bristol Motor Speedway two weeks ago only to make a mistake and hit the wall just after taking the lead late in the race, the win seemed to ease the pressure he’d been feeling for much of the season.

“Is there anything more to say?” Jones said just after climbing from his car. “It’s been a lot of doubt and a lot of speculation [about the future], and I put my heart and soul into this and this race team, and this is my living and how I want to make a career and what I want to do.

“It doesn’t get any better. On my list, this race is really high, and it’s going to look … good to see my face on that trophy.”
Larson said Jones did a good job of wrestling the lead from him on the race’s final restart and made all the right moves to stay ahead of him and Busch.

“Erik did a good job on that last restart to get by me, and I was better than him all throughout that run,” Larson said. “It’s just I couldn’t ever do anything with him just because the dirty air was really bad. Worn-out surface, and the groove is already narrow, and it was just extra difficult. I felt like both 18 [Kyle Busch] and I were a little bit better than he was at the end, but couldn’t do anything with him.”

Busch, who had to start the race from the rear due to an engine change but still led a race-high 118 laps and won Stage Two, said he was unable to recover from a slow pit stop on his next-to-last trip down pit road in which he entered in first place and exited in third.
“We kind of lost control of the race there on pit road when we came down the leader and then came out third, and I thought if we could just keep in touch with [Jones and Larson] and keep close to them, then we might be able to out-pit road them at the end of the race, and we did one of them but not the other one.”

Jones’ crew chief, Chris Gayle, said his 23-year-old, third-year-Cup driver raced like a veteran in the 500, which started four hours late due to a rain delay and ran before a sellout crowd of 47,000 fans.
“He was somewhat calm,” Gayle said, explaining that Jones often pushed too hard early in his career, but has learned better, as evidenced by his winning drive at Darlington. “I saw him not push too hard and get himself in trouble, work the lapped traffic and get through the lapped traffic really clean, those type of things that maybe he would have gotten himself in trouble for sure two years ago, but maybe a year ago depending on the situation.”

Jones said it was a relief to finally join his Gibbs teammates in the win column.

“It’s just a tough series,” he said. “We’re in the most challenging motorsports there are in the USA, and racing these guys every week is not an easy feat, and Kyle and my teammates are some of the best guys in the sport; not only Kyle, but Denny, Martin. They’re tough to beat, and they have the same stuff I have, and vice versa, I have the same stuff they have, but they have a wealth of experience on me.
“So I’m trying to do everything I can and apply everything I’ve learned in three years, and it took every ounce tonight; I was pedaling hard at the end, doing what I could, trying to get a gap and keep them behind me.”

But he said he was confident as the race wound down.
“I felt like I was really in control and really knew what I was doing,” he said. “There were a couple points down the backstretch it was like, ‘Well, why can’t we win it? There’s no reason we can’t, so just close it out and do it.’”

PHOTO CAPTION:Erik Jones celebrates his biggest career victory in the Southern 500, before a sellout crowd of 47,000 at Darlington Raceway.Sean Gardner/Getty Images for NASCAR

By Rick Minter / Andrews McMeel Syndication

Over the past five years, Christopher Bell has steadily built a resume that has him poised to move into a top-level ride in NASCAR’s elite Monster Energy Cup Series, most likely by next season.
He had seven wins and a championship in the Gander Outdoors Truck Series before moving to the Xfinity Series full time last year. He’s run up 14 victories in NASCAR’s No. 2 circuit, but before this past Saturday, he’d never won on a road course.

He checked off that box with an impressive win in the CTECH Manufacturing 180 at Road America, where he took the lead from road-racing expert Austin Cindric with nine laps remaining and drove away to score the victory, with Cindric, Tyler Reddick, Noah Gragson and Kaz Grala completing the top five.

It followed two second-place finishes to Cindric by Bell on the recent road-course races at Watkins Glen and Mid-Ohio. Bell had entered the three road-course events publicly questioning his skills at turning both left and right on the winding courses.

“I’m honestly in shock,” Bell said in his winner’s interview at Road America. “We’ve had a great road-course season. I’m really honored to be a part of Joe Gibbs Racing. To get my first road-course win is really special.”

Bell’s biggest challenge at Road America came from teammate Matt DiBenedetto, the Cup regular who nearly got his first win at Bristol Motor Speedway a week ago and was looking to build his own resume after being informed that he’s losing his ride in the No. 95 Cup car.
But for the second straight week, DiBenedetto wound up disappointed after a spirited drive.
At Road America, he started second and led a race-high 18 of 45 laps and was racing Cindric for the runner-up spot on the last lap when he drove off the track in what he described as a “rookie mistake” and finished 27th.

Bell, like Bristol winner Denny Hamlin the week before, used his winner’s interview to express his support for the popular DiBenedetto.
“I’m really heartbroken for Matt DiBenedetto,” he said. “He was really, really fast. We knew from practice that both of our cars were going to be really good and that we would be right there racing each other. I don’t know exactly what happened, but I saw him go flying off of (Turn) 14. That sucks. He’s in a tough spot right now. He needed a good run there.”
Ironically, Bell is the main driver being mentioned as a replacement in the No. 95.

Part-time Xfinity driver A.J. Allmendinger also had another good run but came up short of victory. He was battling Bell, DiBenedetto and Cindric at the front in the closing laps only to spin off the course and finish 24th.
In four starts this season in the No. 10 Chevrolet from Kaulig Racing, Allmendinger finished second at Daytona and Watkins Glen, only to be disqualified each time when his car failed a post-race inspection. He also was third at Mid-Ohio.

Overall, the Big Three of the Xfinity Series this season — Bell, Tyler Reddick and Cole Custer — came through the three road-course races in the past four events with good finishes, despite their previous lack of significant success on that type of track.

Reddick was fifth at Watkins Glen, fourth at Mid-Ohio, won at Bristol — the only non-road-course event in the past four races — and was third at Road America.
Custer, who had the best road-course record of the Big Three prior to this season, was seventh at Watkins Glen, eighth at Mid-Ohio and 10th at Road America, despite an early incident that kept him a lap down for much of the race.

Reddick said that overall he was proud of his performance at Road America and at Watkins Glen and Mid-Ohio.
“I’ve struggled [at Road America] in the past a lot, and on road courses as a whole, so I’m glad to see an overall improvement in my finishes not only from last year, but from the start of this year’s swing as well,” he said.

Cindric, who came within one position of sweeping the recent road-course races, put on a clinic at the end at Road America by charging from 20th place to second in the final two laps.
“Chaos,” Cindric said in summing up his drive through the field. “I passed a lot of cars that just ended up overdriving corners and missing corners. …

“It was insane. I think it’s why all these people show up at Road America and enjoy this type of racing.”
Independent driver Ryan Sieg held on to the 12th and final playoff spot with an 11th-place finish. He’s 30 points ahead of 13th-place Gray Gaulding with three races left in the regular season.

PHOTO CAPTION: Xfinity Series driver Christopher Bell applies a winner’s sticker to his No. 20 Toyota for the sixth time this season after his victory on Saturday at Road America in Elkhart Lake, Wisc. Stacy Revere/Getty Images for NASCAR

By Christopher A. Randazzo

For awhile now, full-size pickup trucks have been the best-selling vehicles in America. That should surprise no one these days as it seems like trucks are everywhere. But what is surprising is that they are selling so well, resulting in fewer drivers buying four-door cars, leaving auto makers wondering the fate of their sedans. But when you look at the new trucks being offered today, it’s easy to see why sedans are being left behind. Today’s trucks offer nearly all the amenities of a sedan, plus can offer more room – and not to mention the utility that a truck offers that a car just can’t match. One example of such a truck is the Chevrolet Silverado.

The Silverado has been completely redesigned for 2019. Every body panel is new, the cabin has been redone, and there is a new, lighter (yet stronger) fully boxed steel frame. It’s also slightly bigger, which translates into more livable room inside – roughly three inches more legroom in the rear seat of the Crew Cab compared to the last model. For those looking at a truck solely as a worker, Chevy offers the Silverado in a two-door regular cab. Those wanting a slightly larger cab to carry more passengers and better accessibility, a four-door extended cab (Double Cab) is available. But for the ultimate people mover, yet still functional as a truck, the Crew Cab is the way to go.

The regular cab can be had with either a 6.5-foot-long standard bed or an 8-foot-long bed. The Double Cab comes only with the standard bed, while the Crew Cab comes with a shorter 5-foot-8-inch bed.

The new Silverado is available in eight different trim levels, from the base work truck, called the WT, to the creme de la creme luxurious High Country. In between those, in pecking order are the Custom, Custom Trail Boss, LT, RST, LT Trail Boss and LTZ. Last week Chevrolet had me in a Silverado Crew Cab decked out in the LTZ trim level.

Just spend a few moments in the new Silverado and it’s easy to see why drivers are choosing them over cars – especially luxury cars. The test vehicle was fitted with heated and vented front seats, heat rear seats, two USB ports, leather interior, Apple Carplay and Android Auto, plus enough room, especially in the back seat, to hold a party. And we haven’t even mentioned the truck bed that can carry a payload of more than 2000 pounds. The tester has a tow rating of 9,600 pounds, but if need be, that can be increased to 12,100 pounds when the Silverado is fitted with the 6.2-liter V8 engine.

In regard to engines, the new Silverado’s base engine continues to be a 4.3-liter V6 that makes 285 hp and 305 lb-ft of torque and uses a six-speed automatic transmission. This engine is found in the WT, Custom and Custom Trail Boss trim levels. LT and RST models get, believe it or not, a 2.7-liter turbocharged four-cylinder engine. Yes – a four-cylinder engine in this big truck is available, and it tops the V6 by making 310 hp and 348 lb-ft of torque. It’s paired with an eight-speed transmission. The LT Trail Boss, LTZ and High Country gets Chevy’s popular 5.3-liter V8 that still makes 355 hp and 383 lb-ft of torque and is matched up to an eight-speed automatic. If more power is needed, the big 6.2-liter V8 continues on, working with a 10-speed automatic transmission, it makes 420 hp and 460 lb-ft of torque. It’s optional on the LTZ and the High Country.

The styling of the new Silverado is as bold as ever. A huge front grill with squinting headlights makes this new truck leave a lasting impression. The hood, doors and tailgate are now made of aluminum, which helps this new Silverado come in at 360 pounds lighter than a similarly equipped 2018 model.

While I would have hoped for the larger 6.2-liter V8, the 5.3-liter V8 powering my Silverado made this big truck move quite well. And I must emphasis big – because the Silverado feels huge. Looking over the large hood is quite a site. For those that equate bigger trucks to being better, well, the Silverado won’t let you down.

After spending a week with the 2019 Chevrolet Silverado, I began to understand the love these big trucks attract. Being in a big vehicle makes most drivers feel safer, and with all the latest technology and creature comforts the Silverado has to offer, I can see why pickup trucks are becoming the new family car.

By The Numbers:

2019 Chevrolet Silverado 4WD LTZ Crew Cab

Base Price: $48,700.00
Price as Tested: $54,720.00
Layout: front-engine / four-wheel drive
Engine: 5.3-liter V8
Transmission: 8-speed automatic
Horsepower: 355 hp
Torque: 383 ft-lbs
EPA Fuel Economy: 16 city / 22 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

By Christopher A. Randazzo

Trucks are the in-thing these days, there’s no doubt about it. And with the truck market being so big, it is starting to spawn off little markets in itself. One of those being the rugged off-road market. We’re not just taking about trucks that can go off-road, we’re talking about trucks that offer the ultimate in off-road capability, like the Ford Raptor, Chevrolet Colorado ZR2 and Toyota Tacoma TRD Pro. But now, if we take a step back and ask – who makes one of the best off-road vehicles, well that’s a no-brainer, it’s Jeep with its Wrangler. So, it would seem fitting for Jeep to add its two cents into this new ultimate off-road truck market. And it has, and it’s called the Gladiator.

One can best think of the new 2020 Jeep Gladiator as a Jeep Wrangler with a 5-foot cargo bed in place of its normal rear cargo area. To be more specific, the Gladiator is a four-door Wrangler Unlimited with a longer wheelbase. This isn’t the first time Jeep has built some sort of Jeep-truck. Flashback nearly 30 years and you might recall the Scrambler.

Jeep will offer this all-new model in four different trim levels. The base Sport is bare bones with steel wheels, 5-inch central display and crank windows. Post-Millennials probably have never seen crank windows, so they may want to look at the Sport S which adds power windows and door locks along with 17-inch alloy wheels. The Overland model dresses the Gladiator up in 18-inch wheels, LED lighting and a 7-inch infotainment system. At the top of the food chain is the Rubicon. Much like the Wrangler Rubicon, the Gladiator Rubicon gets many off-road goodies such as locking front and rear differentials, an electronically disconnectable front stabilizer bar, Fox shock absorbers, and body-protecting rock rails and skid plates. And just like the Wrangler, the Gladiator comes with a soft top that can be removed for open-air driving, with a hard top available as an option.

Currently the only engine available in the Gladiator is the 3.6-liter V6 making 285 horsepower and 260 lb-ft of torque routed through a standard six-speed manual transmission or an optional eight-speed automatic. Jeep will eventually offer a diesel 3.0-liter V-6 that develops 260 horses and an impressive 442 lb-ft of torque, but we will have to wait until 2020. Like the Wrangler, every Gladiator is four-wheel drive.

The Gladiator that Jeep had me in last week was a silver Sport S model. Decked out with plenty of features including the larger infotainment center screen, a soft top and roll up toneau cover, it came with a $48,915 MSRP. The base Sport model starts at just under $33,600.

Those familiar with the Wrangler’s interior will feel right at home in the Gladiator. The Wrangler’s upright dashboard, window controls in the center and padded roll over bars are all present in the Gladiator. Being it’s a Jeep, the controls are easy to use and within reach. The cloth seats in the test vehicle are fitting for this type of vehicle, but leather seating surfaces are available.

Of course, the main thing about the Gladiator is that it’s got a decent size bed that allows you to toss things into. But the Gladiator can also tow. When equipped with the Max Tow Package (which includes a 4.10 Axle Ratio with the automatic transmission), the Gladiator can tow up to 7650 pounds. That’s a good size boat.

And let’s not forget that the Gladiator’s DNA originates from the Wrangler, meaning we know it can go off-road.

For the off-road pick-up truck junkie, the Gladiator seems to check all the boxes. Capable off-road? Check. Good size pickup bed? Able to tow? Check and check. Throw in the feature that you can drop it’s top, and not only does the Gladiator sound good – it stands apart from the rest.

By The Numbers:

2020 Jeep Gladiator Sport S 4×4

Base Price: $33,545.00
Price as Tested: $48,915.00
Layout: front-engine / four-wheel drive
Engine: 3.6 liter V6
Transmission: 8 – speed automatic
Horsepower: 360 hp
Torque: 390 ft/lb
EPA Fuel Economy: 17 city / 22 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

By Christopher A. Randazzo

As the current Ford Expedition enters its second year of production, it still remains a sight to see and drive, especially when it’s in the form of the Expedition Max, which is the subject of this week’s auto-review.

The Expedition, all-new last year, is huge. Unlike most SUVs these days that use a unibody construction (like most cars), the Expedition remains an old-school body-on-frame SUV. But the new sheetmetal, which is now made from aluminum, makes the enormous Expedition lighter than the previous, smaller model.

Coming in at a few inches longer than the last model, this fourth-generation Expedition continues to be available in two sizes – its regular form or as the Expedition MAX. As the MAX, the Expedition is nearly a foot longer than the regular version, allowing it to compete with Chevrolet and it’s Suburban.

With the MAX, those extra 12 inches go a very long way. Passengers benefit most as nine of those inches are in the wheelbase, which translates into more cabin room, slightly larger rear doors and easier access to the third-row seats.

Since 2015, a V8 could no longer be had in the Expedition. Instead, the Expedition and Expedition MAX get by with Ford’s 3.5 EcoBoost V6. I still find it hard to image a vehicle this size being powered by only six cylinders, but the numbers are quite impressive: 375 horsepower and 470 lb. ft of torque. It gets better if you move up to the top of the line Platinum trim level where the same motor is tuned to 400 hp and 480 lb ft of torque.

Every Expedition uses a 10-speed automatic transmission and is available in either two-wheel drive or four-wheel drive.

As a people mover, the Expedition seats eight – 2 up front, 3 in the second row, and 3 in the third-row seat. If you opt for the captain’s chairs in the middle row, the total count falls by one. As a cargo hauler, the regular Expedition can transport up to 108 cubic feet of cargo. But go with the MAX and that jumps to 131 cubic feet. On top of that, the Expedition is capable of towing up to 9,200 pounds. No doubt, the Expedition is a worker, whether to haul people, cargo or a trailer.

I found the third-row seats in the Expeditions very comfortable – probably the best in the business (both versions offer the same amount of room for third row passengers). These are vehicles that are made to have people sitting in the third-row, and you can tell that Ford went to great lengths to accommodate them. In fact, one Ford engineer told me that they made it so passengers over six feet tall could sit back there in comfort.

My family had the privilege of taking the Expedition MAX on a 1300-mile road trip across the state of Texas and into New Mexico. With just three of us, the MAX easily swallowed up all out luggage, coolers and even a bicycle – and left us with plenty of room to spare. The back-seat climate control was a life saver in the Texas heat and the three of us were always comfortable. Add to that a second-row seat that can recline, and traveling down the interstate hardly gets better.

On the road, the turbocharged V6 really makes the Expedition move – far better than any V8 ever did. Just a little tip into the gas pedal causes the big SUV to smoothly lunge forward. While we didn’t see the 21 mpg EPA rating that the Expedition is given, we did manage to get an average of 19.6 mpg.

Like all Expeditions before it, the current Expedition feels as big as it looks. Parking it takes careful planning and changing lanes needs to be done well in advance. It’s a little much to use everyday to go back and forth from the office, especially if you’re driving solo, but for a trip vehicle, the Expedition continues to be the one for that journey.

By The Numbers:

2019 Ford Expedition MAX Limited 4X4

Base Price: $68,825.00
Price as Tested: $75,680.00
Layout: front-egine / rear-wheel drive
Engine: 3.5liter twin turbo V6 EcoBoost
Transmission: 10 – speed automatic
Horsepower: 375 hp
Torque: 470 ft-lbs
EPA Fuel Economy: 16 city / 21 highway

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

By Chris Randazzo

The cute little Toyota RAV4 is no more. No, no – Toyota didn’t discontinue their best-selling vehicle. But what was once described as a “cute-ute”, the loveable RAV4 is now more tough than cute as Toyota has redesigned it for 2019.

The all-new RAV4 remains a five-passenger crossover and is slotted above the subcompact C-HR and below the Highlander and features styling cues that are more inline with the 4Runner, with it’s hard creases and edges taking over the previous RAV4’s soft smooth lines.

Available in five different trim levels, the RAV4, which stands for Recreational Active Vehicle, sports a chunky, squarish look, in a way demonstrating that the RAV4 is all-new. Go with the Adventure trim (as the tester is), and the RAV4 gets some exterior cladding making me wonder if the designers have been hanging out with the folks from Subaru a bit much. The RAV4s good looks makes it fit in with the attractive crowd it competes in, which includes the likes of the Honda CR-V, Mazda CX-5 and the Ford Escape.

The cabin of the new RAV4 is quite impressive. Base LEs, XLE and XLE Premium get 7-inch touchscreens while the Adventure and the Limited get 8-inch touchscreens. All RAV4s are Apple CarPlay ready. The controls and switches are easy to use – and big – so using them with gloves on shouldn’t be an issue. The thick steering wheel is perfectly sized and there is a good solid feel to the shifter, both of which assist in a better driving experience.

With no third-row seat to contend with, space for the five passengers becomes the RAV4’s biggest asset. Driver and passenger have plenty of room up front, and in the back a pair of adults will have nothing to complain about on short trips thanks to a reclining second-row seat. Sure – squeeze three in the back, and things get a little too close for comfort – but if that is going to be a common occurrence, a mid-size SUV would better suited.

Powering all RAV4s is an all-new 2.5 liter four-cylinder engine. Rated at 203 horsepower and 184 lb-ft of torque, this new engine makes 27 more horses and 12 more lb-ft of torque than the previous model’s engine – which was the same size. Not only that, fuel economy gets a boost – to 26 city / 35 highway (from 24/31) for front-wheel drive models. My All-Wheel Drive RAV4 Adventure is rated at 25 mpg city and 33 mpg highway. All RAV4s use an eight-speed automatic trans axle.

It should be noted that the Adventure trim level is not just cosmetics. Besides the cool cladding and 19-inch wheels, it also gets an upgraded all-wheel-drive system that includes torque-vectoring technology. This can disconnect the rear axle at times, allowing the torque to be independently distributed to the left or right rear wheels depending on driving condition. The Adventure trim level is also rated to tow up to 3,500 pounds, while all other RAV4 trim levels can only pull 1,500 pounds.

As a utility vehicle, Toyota has done their homework by giving the RAV4 a large cargo bay and a low load floor. There is about 38 cubic feet of storage behind the rear sear, but when folded down (its folds nearly flat), that jumps to nearly 70 cubic feet.
In my time with the new RAV4 I discovered it to be quite an enjoyable vehicle. It looks great, feels solid, and it’s fairly roomy for its size. It is even fun to drive and sure appears to be quite practical. The RAV4 has come a long way from being a little ‘cute-ute’ and has turned into fully functional crossover SUV – topped off with Toyota reliability.

By The Numbers:

2019 Toyota RAV4 Adventure AWD

Base Price: $32,900.00
Price as Tested: $37,949.00
Layout: front-engine / all-wheel drive
Engine: 2.5 liter 4-cylinder
Transmission: 8-speed automatic
Horsepower: 203 horsepower
Torque: 184 ft/lbs
EPA Fuel Economy: 25 city / 33 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]

By Rick Minter / Andrews McMeel Syndication

The final laps of Sunday’s Foxwoods Resort Casino 301 at New Hampshire Motor Speedway showed that Kevin Harvick’s nickname, “The Closer,” still applies.

Harvick took the lead during the final caution period with 35 laps remaining by staying on the track while Denny Hamlin, who had led the previous 113 consecutive laps, went to pit road for two new right-side tires.

On the restart, Harvick held the lead while Hamlin quickly moved from his fourth starting position to second place. Despite the fresher tires, he never got close to Harvick until the final lap, when he bumped him in Turn One and pulled alongside.
The two ran essentially side by side down the backstretch, with Hamlin on the outside. As Hamlin moved to the outside of Harvick off Turn Four, Harvick turned right to protect his position, and Hamlin could not overcome the move.

That allowed Harvick to scoot away and get his first win of the season and his first since last fall at Texas Motor Speedway. It also was the first win of the season for his four-driver Stewart-Haas Racing team.
Harvick said he expected both bumps from Hamlin and moved to the inside of the track, where he hadn’t been running, to keep Hamlin from knocking him out of the way.

“I knew [Hamlin] was going to take a shot,” Harvick said. “I would have taken a shot. I just stood on the brakes and tried to keep it straight. I just didn’t want to get him back on the inside and let him have another shot. I at least wanted to be in control of who was going to have contact in [Turns] Three and Four.

“It was a heck of a finish, closer than we wanted.”
Harvick said he wasn’t sure his crew chief, Rodney Childers, was making the right call when he left him on the track with old tires with more than 30 laps left to run.

“I was really questionable about how that was going to go, and the thing took right off,” he said. “The only thing that was not good for us was we got the traffic and my car started pushing. … [The no-pit-stop call] was our only chance. I would have never done it, but that’s why [Childers] is on the box and not me.”

Hamlin, who was smiling afterward despite coming up short, said he was willing to bump Harvick but not outright wreck him.
“I wanted to just tap him there, but I didn’t want to completely screw him,” he said. “I at least wanted to give him a fair shot there. Down the backstretch, I kind of let off, and I’m like, ‘All right, well, I’ll just pass him on the outside and kind of do this thing the right way,’ and once I had that big run, he just turned right. But I would do the same thing. It was a fun race, and congratulations to him and his team. They made a great [no-pit-stop] call there at the end.”
Hamlin also lamented the fact that his primary car, which he wrecked in practice on Friday, was much faster than the backup, which he nonetheless drove from the rear to lead 113 laps, second only to Kyle Busch’s 118. “This is nowhere near the car I wrecked on Friday,” he said.

Erik Jones finished third, giving his playoff hopes a major boost, while Ryan Blaney took fourth over Matt DiBenedetto, who scored an impressive top-five finish for his underdog No. 95 team. It was the second top-five of his Cup career and his second in the past five races, the first being a fourth-place at Sonoma Raceway.
“I reiterate it, but it took a lot of people for me to get this deal,” DiBenedetto said. “I’ll never go a day without appreciating it. It’s awesome. Great day for the team.”

PHOTO CAPTION:Kevin Harvick and his son, Keelan, celebrate Harvick’s victory with a live, but restrained, lobster following Dad’s win at New Hampshire on Sunday.Brian Lawdermilk/Getty Images for NASCAR

By Christopher A. Randazzo

When the Hyundai Tucson was launched back in 2004, it appeared to me as the ugly-duckling in the Hyundai lineup – it just was not an attractive SUV. Things got better five years later when the second-generation Tucson came out – as the Tucson started to look more attractive and appealing. Then in 2015, the current Tucson debuted – and I said it was one of the best-looking small SUV’s around. For 2019, the little Tucson gets a mid-cycle makeover that keeps it competitive as well as looking sharp.

The 2019 Hyundai Tucson receives some new styling changes upfront where it gets an updated grille and headlamps. There are also some new wheel designs along with a few new exterior colors to choose from. Inside, the cabin gets a new dashboard design, incorporating the new “iPad glued to the dash” look.

Under the hood, the turbocharged 1.6-liter four-cylinder is gone. The base engine (found in the SE and Value models) continues to be a 2.0 liter four-cylinder that makes 164 horsepower and 151 pound-feet of torque. Replacing the turbo engine is a 2.4 liter four-cylinder that makes 181 horsepower and 175 pound-feet of torque. Horsepower is up from the turbo engine (175 to 181), but torque falls (from 195 to 175).

Step inside the Tucson and a spacious cabin hosts a very nice, yet simple interior. The iPad-looking display is 7-inches except on the top-of-the-line Limited model where an 8-inch display is used. Also standard on every Tucson is Bluetooth, Apple CarPlay and Android Auto Smartphone integration. Getting comfortable in the Tucson is easy as passenger seating in both front and back is very spacious – with the back seats being able to accommodate 6-footers with ease.

When put to work, the Tucson can carry 31 cubic feet of cargo behind the rear seats. Fold the rear seats down, and that space increases to almost 62 cubic feet. Not bad, but still behind the bench-mark Honda CR-V than can handle 39 cubic feet behind the back seat and 75 cubic feet when the back seat is down.

The test car that I was in was decked out in the top-of-the-line Ultimate trim level. Being the Ultimate, the Tucson was fitted with a panoramic sunroof, vented front seats, adaptive cruise control along with the larger engine and a few other high-tech luxury features. It carried a price tag of just $32,730.

On the road, the Tucson proved that its good looks are not for waste. The Tucson is a fine driving machine. The drivetrain is assertive despite the small size and the Tucson feels and handles nicely. Power is adequate – the torque from last year’s turbocharged engine is missed – but it’s not a deal breaker. Taking it through the paces, I found the Tucson to be quiet and comfortable, delivering a composed, sporty drive without being the least bit uncomfortable. Besides the shortage of power, the only other drawback I experienced with the Tucson with the below average fuel economy it delivers. Rated at 22 mpg in the city and 28 mpg on the highway, the Tucson isn’t as fuel efficient as one would expect.

Still, with its stylish exterior, touched off by some sharp 18” wheels, the looks of the Tucson continue to be its greatest asset. Likewise, the cabin is equally inviting and a great place to be. Add in the fact that the Tucson easily undercuts its rivals in price and offers the longest powertrain warranty in the business, and it’s easy to see why the Tucson remains a very popular and attractive compact SUV.

By The Numbers:

2019 Hyundai Tucson Limited FWD

Base Price: $31,550.00
Price as Tested: $32,730.00
Layout: front-engine / front-wheel drive
Engine: 2.4 liter four-cylinder
Transmission: six-speed automatic
Horsepower: 181 hp
Torque: 175 ft-lbs
EPA Fuel Economy: 22 city / 28 highway mpg

[Visit me at www.carsbycar.blogspot.com or email me at autocran@gmail.com]