Automotive

It seems like the current generation of the Lexus flagship SUV, the LX, has been out forever. To be exact, it was 2007 when Toyota’s luxury division, unveiled the third-generation LX, the LX570, and while it has gone through some slight changes over the years, today’s LX570 is basically the same vehicle that debuted 13 years ago.

For those unfamiliar with the LX570, it’s mechanically very much related to the almighty Toyota Land Cruiser – but with some added sophisticated technology and extra creature comfort features – making it one of the most luxurious vehicles ever made to be taken where roads don’t exist.

In an attempt to add some spice to the LX570, for 2020 Lexus is offering a new trim package called simply the Sport Package. Not to be confused with an F Sport model that Lexus uses on other vehicles, the Sport Packages adds a revised front fascia by implementing a new take on its massive spindle grille that looks just about as bold as grilles get. Other changes include a different lower rear valence and chrome accents added to the body-colored side mirrors. Rounding out the package are unique 21-inch wheels featuring a 10-spoke design. One look at the 2020 LX570 with the Sport Package reveals that Lexus set out what it meant to – make the LX look sportier.

Inside, occupants will know they are in the Sport Package with the special semi-aniline, leather-trimmed seats and a black headliner.

Checking the Sport Package option box means also getting the Luxury Package, which adds heated/ventilated front/rear seats, four-zone climate control, a Mark Levinson 19-speaker surround sound audio system, heated linear espresso wood steering wheel, head up display and a wireless charging pad. While the LX570 is available in both 2-row or 3-row configurations, the Sport Package is only available in the 3-row model.

As the name implies, the LX570 is powered by a 5.7-liter V8 engine – the same one found in the Toyota Land Cruiser and Toyota Tundra – an engine that journalists and Toyota lovers have been ranting and raving about for years. It cranks out an impressive 383 horsepower and over 400 ft-lbs of torque – all going through an eight-speed transmission and a four-wheel drive system.

With all the luxury amenities in this large Lexus, it’s really hard to grasp the idea that the LX570 is really meant to be driven off-road and is fitted with enough gadgets and aids to make Land Rover and Jeep raise an eyebrow or two. This off-road Lexus sports skid plates, tow hooks, a full-time transfer case and a lockable Torsen limited-slip center differential. To set off-road settings, there is a Mult-Terrain Selector. Then there is CRAWL control, or as I like to put it, off-road cruise control. With CRAWL engaged, the Lexus will maintain a fixed ultra-slow speed on off-road terrain without any driver input except steering. Stay off the gas and brake and just point and steer.

The 2020 LX570 that I was recently in was dressed in beautiful Nebula Gray Pearl with a two-tone interior. While I didn’t take it off-road, I did take this luxury liner on a long road trip. When the weather turned nasty, I sure was glad I was in a vehicle that I knew could handle almost anything thrown our way. The cold rain and little snow was no match for the LX – it just marched right on. On the open clear road, the big Lexus cruised along confidently at 75 mph will achieving just under the 16 mpg the EPA rates it at.

Over the recent years, the price of the LX has entered the if-you-have-to-ask-you-probably-can’t-afford-it category. But for us curious folks, the 2020 LX570 starts at $86,380 for the 2-row model, followed by the 3-row model at $91,380. The 3-row-only Sport Package raises it to $99,300. The test vehicle has a total MSRP of $103,330.

Which always gets me thinking – at this price point, I would be afraid to take this machine off-road. Not because I would be worried about getting it stuck (because I know I wouldn’t), but because I would be afraid to scratch the paint on a vehicle with such a hefty price tag. Maybe that’s why Lexus only plans to sell about 5,000 LX570s a year. And I wonder, of those buyers, how many will actually take it off road. Very few, I suppose – but it’s the idea knowing that they can that is reassuring to those lucky few.

— Christopher A. Randazzo

By The Numbers:

2020 Lexus LX570

Base Price: $91,380.00
Price as Tested: $103,330.00
Layout: front-engine / full-time four-wheel drive
Engine: 5.7-liter V8
Transmission: 8 – speed automatic
Horsepower: 383 hp
Torque: 403 lb-ft
EPA Fuel Economy: 12 city / 16 highway mpg

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It’s been 25 years since Toyota first introduced the Avalon – a true American car built in the United States at Toyota’s manufacturing plant in Georgetown, Kentucky. That first Avalon was merely a Toyota Camry with a slightly longer wheelbase and optional seating for six. A car perfect for the grandparents. Not a bad idea, just nothing to get too excited about. After a few redesigns, the Avalon was creating its own identity but still wasn’t a car to raise a lot of hoopla about.

But boy has that changed for the 2020 model year.

First, let’s backtrack a few years to 2018, when the fifth-generation Avalon debuted. No longer Camry based, this new Avalon now shared the same platform as the Lexus ES and was easily the most aggressively designed Avalon ever. Fitted with an optional adaptive suspension, it was also the sportiest Avalon to drive.

Now, for 2020, Toyota has let their performance division, TRD (Toyota Racing Development) play with the Avalon and the results is the subject of this review – the 2020 Toyota Avalon TRD.

The sporty new TRD trim level dresses the Avalon with a black-painted body kit with red pinstriping, a rear spoiler, a rear diffuser and blacked-out exterior trim. Yes, you read that right, this Avalon sports a rear diffuser. Bet you never saw that coming. Lightweight 19-inch wheels round out the package.

Inside, it’s just as wild. Red seatbelts along with red accents and stitching can be found throughout the cabin, along with TRD logos on the seatbelts and floor mats.

TRD didn’t forget the mechanics, as this Avalon gets a half-inch lower ride height, stiffer springs and anti-roll bars, thicker under-body braces and larger front brakes. Engine mods? Sadly no, unless you count a slightly different exhaust note. The 3.5 V6 found in the Avalon TRD is still rated at 301 hp -the same as all 2020 Avalons and uses an eight-speed automatic transmission to route the power to the front wheels.

While the TRD enhancements come up a little short in the performance department (I would have preferred a bump in power), they are, nonetheless, present. Road grip and handling seem better, and a snarl can be heard when you step the go pedal. The ride, while a little stiffer, still provides a nice cushion when going over road imperfections, thanks in part to the Avalon’s long wheelbase.

TRD stuff aside, the Avalon remains a very likable sedan. The interior is huge, which lends itself well on roadtrips. The 9-inch infotainment system flows nicely into the center console giving the entire dash area a smooth look and feel. And the build quality and interior amenities are top-notch – almost Lexus-like.

Pricing for the Avalon TRD starts at $42,300, with the tester carrying a price tag of $45,394. Going with a regular, non TRD model, means the Avalon starts at $35,800 for the base XLE and goes up from there with the XSE ($38,300), the Limited ($42,100), and the top-of-the-line Touring, which comes in above the TRD with a price tag of $42,500.

No doubt, the Avalon TRD really adds some spice to the Avalon lineup. Just who will be craving an Avalon that has been lowered, has a rear spoiler and a diffuser? I’m not real sure, but the grandparents should still like it and at the same time maybe bring in a more youthful buyer to the Avalon.
– Christopher A. Randazzo

By The Numbers:

2020 Toyota Avalon TRD

Base Price: $42,300.00
Price as Tested: $45,394.00
Layout: front-engine / front-wheel drive
Engine: 3.5 liter DOHC 24-valve V6
Transmission: eight-speed automatic
Horsepower: 301 hp
Torque: 267 lb-ft
EPA Fuel Economy: 22 city / 31 highway mpg

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The Toyota Tundra Crew Max screams “one big tough truck” – and it is. Built in Texas and named after a freezing arctic region, the Tundra has proven it has what it takes to stand up to the full-size trucks America has to offer.

Just as Ford has the F-150 Limited, Chevy has the Silverado High Country and Ram has their Limited edition, Toyota is showing its luxurious abilities with the 1794 Edition Tundra. Named after the ranch in San Antonio, Texas where the Tundra’s assembly plant is located on, the Tundra has bragging rights on being the first and only pickup truck built in Texas.

A fully loaded Tundra has always been nice, but the 1794 Edition elevates the Tundra to a new level. The interior is exceptional with its western styling and use of premium materials along with its numerous attentions to details such as the “1794” floor mats, emblems and special leather and suede.

On the outside, the 1794 is typical Tundra, which means it’s big. The Tundra’s styling, while some say looks a bit exaggerated and puffy, makes the Tundra appear fresh and willing to take on any task thrown at it. Unique 20-inch chrome wheels and special badges separate the 1794 from lesser Tundras.

The 1794 comes only as the CrewMax – an extra-long crew cab, which translates into tons of interior room. Driver and all passengers are well-taken-of in the 1794s luxurious cabin which is very Lexus-like with plenty of amenities and features. Standard equipment on the 1794 are heated and cooled front seats, dual-zone climate control and a JBL audio system.

Offering one of the roomiest rear seats of any pickup truck, this Tundra is limo-like with its 44.5 inches of legroom. Along with generous room, the bench seat is made comfortable by being able to recline. A/C ducts can also be found in the rear of the CrewMax.

For 2020, the only change that the Tundra 1794 receives is that it is now Apple CarPlay and Android Auto compatible. For the rest of the Tundra lineup, the base 4.6 liter V8 has been dropped, meaning every 2020 Tundra, from the base SR to the 1794 will be powered by the 5.7 liter V8.

About that V8 – referred to as the 5.7L i-FORCE, it’s capable of making 381 horsepower and 401 foot-pounds of torque through a six-speed automatic transmission, so power is plentiful. Toyota’s part-time electronically controlled four-wheel drive system is optional on all Tundra models.

On the road, the Tundra delivers a smooth and quiet ride. Steering is very Toyota-like, meaning it is light and sensitive. This turns out to be a big asset for the Tundra, making it easy to maneuver in tight situations.

I’m not sure who is going to put a truck like the Tundra 1794 to work, but if they do, they will be pleased to know that it can tow up to 10,200 pounds and it has a payload capacity of over 1730 pounds. The frame used on the Tundra is a steel ladder structure with fully boxed rails, making it extremely durable.

Pricing for the 2020 Tundra starts at $33,435 for a base double cab, while the Tundra Crew Max 1794 starts at $48,625. The Tundra Toyota provided for this review, a 4×4 1794 with the TRD Off-Road Package and other goodies like a TRD Performance Air Filter and dual exhaust, had a price tag of $57,222. When compared to the other manufactures and their top-of-the-line trucks, the Tundra comes in with the cheapest price.

With the Toyota Tundra 1794, it’s ready to handle anything you throw at it. From working on the jobsite, to taking the family on a vacation to going out on a dinner date, the Tundra 1794 takes the “Work hard, play hard” mantra to heart.

– Christopher A. Randazzo

By The Numbers:

2020 Toyota Tundra 1794 CrewMax 4×4

Base Price: $51,675.00
Price as Tested: $57,222.00
Layout: front-engine / rear-wheel drive
Engine: 5.7 liter 4-valve V8
Transmission: 6-speed automatic
Horsepower: 381 horsepower
Torque: 401 ft/lbs
EPA Fuel Economy: 13 city / 17 highway mpg

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

By Christopher A. Randazzo

For the 2019 model year, Acura released their all-new 3rd-generation RDX – the brands entry in the compact luxury crossover SUV market. The RDX first appeared in 2006, built on the same platform as the Honda CR-V, but this all-new RDX strays away from the Honda underpinnings and takes on an identity all of its own.

Recently I had an opportunity to drive a white diamond pearl 2020 Acura RDX which is essentially a carryover from the 2019 model year, with no significant changes.

This new RDX, which is slightly larger than the model it replaced, is the first to be entirely designed and constructed here in the US. It’s bold, angular look strikes a nice balance between sporty and luxurious. The biggest styling difference is the absence of the “beak” in the grille – where the RDX now adopts Acura’s new “diamond pentagon” grille.

Under the hood, the new RDX goes back to its roots – to some degree. The first RDXs were powered by a turbocharged four-cylinder. For the last generation, Acura ditched it in favor of a smoother, more powerful V6. Now, as the trend turns to small turbo engines, so does this third gen RDX. Using a 2.0 liter turbocharged four-cylinder, the RDX make 272 horsepower and 280 lb-ft of torque. Compared to the V6 – horsepower is down by 7, but torque is up a good amount, from 252 to 280 – so this new RDX should feel more powerful. A ten-speed automatic is the sole transmission, and the RDX is available in both front- and all-wheel-drive configurations; the latter sees the return of Acura’s Super Handling All-Wheel Drive system (SH-AWD).

Inside, the RDX features an advance and complicated cabin that technogeeks will appreciate. The centerpiece is the infotainment system which uses Acura’s new “True Touchpad Interface”. Using a 10.2-inch high-mounted screen, a console-mounted touchpad positioned ahead of the armrest is used to control your movements. While it does sound similar to Lexus’s Remote Touch, in the Acura, there is no cursor to follow, rather your movement on the touchpad correlates to the movement on the screen. The idea here is your eyes remain on the road instead of looking at a cursor.

The rest of the interior of the RDX is very accommodating. It seats five comfortably and every RDX comes equipped with a leather interior, heated front seats, a sunroof, and a dual-zone climate control system. Up front, the seats are nicely supported while back seat passengers have plenty of elbow and knee room. As in all RDXs before this one, rear headroom is still tight.

A first for RDX is the availability of Acura’s A-Spec package. Typically, a performance trim package, on the RDX the A-Spec gives the RDX unique 20-inch wheels, slightly different exterior styling and special badging. Inside there is a different steering wheel and sport seats with UltraSuede inserts. Unfortunately, there are no performance gains with the A-Spec.

Other packages available for the RDX include the Technology package (navigation, blind-spot monitoring and rear cross-traffic systems) and the Advance package (upgraded seats, 360-degree camera, heads-up display, etc).

Hitting the road in the RDX reveals a sportier driving experience than what is normally expected from Acura. One reason for this is that the RDX’s Integrated Dynamics driving-mode system defaults to a Sport mode – rather than to Comfort mode as prior RDXs have been. Power from the small turbo-four is smooth and instantaneous – there is no missing the V6 engine here, and it’s sent to all four wheels via Acura’s SH-AWD system. This system not only distributes power between front and rear axles, but also between the left and right wheels. This allows the RDX to be taken through corners fast – with minimal body lean.

The rest of the RDX is typically Acura. There is no gear selector – the driver uses buttons on the center console. The gauges are all easy to read and the controls, well, that True Touchpad Interface does take some getting used to. My first few hours behind the wheel of the RDX, I felt I had about a fifty percent success rate in terms of getting the right action to occur. After a few days, that improved – slightly. Thankfully the HVAC are hard button controls and don’t require use of the touchpad.

I always thought the first generation RDX as being sporty to drive, but a little rough around the edges. When the second generation came out, the RDX no doubt became a better vehicle, but lost some of its sporty flare. Now with this new generation, the RDX is very much refined, and that sport feel has returned. There should be no doubt that this third generation RDX is the best yet.

By The Numbers:

2020 Acura RDX SH-AWD A-Spec

Base Price: $45,800.00
Price as Tested: $46,795.00
Layout: front-engine / all-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: ten-speed automatic
Horsepower: 272 hp
Torque: 280 lb-ft
EPA Fuel Economy: 21 city / 26 highway mpg

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

Last year we saw the all-new for 2019 Chevrolet Silverado hit the streets with its new bolder-than-ever looks. Now, for the 2020 model year, it’s time to shine the spotlight on Chevy’s hardest working pickups – the Silverado HD.

For 2020, Chevrolet has completely redesign the Silverado 2500HD. Redesigning a vehicle is never an easy task but Chevy did a great job at making the new 2500HD still easily recognizable yet updating and enhancing its styling at the same time. The new Silverado 2500 HD has a longer wheelbase than the previous model and if you thought the new Silverado 1500 was big, the new 2500HD is nearly 20 inches longer and an inch taller. Power from the base engine is up as is its towing capacity. In the heavy duty truck game is all about numbers, and there are a lot of big ones surrounding this new HD.

Under the hood of the Silverado 2500 HD is a new standard engine – a 6.6 liter V8 that replaces the previous 6.0 liter V8. This new engine makes 401 horsepower and 464 lb-ft of torque – an improvement of 41 hp and more importantly, 84 lb-ft of torque. But most people that buy heavy duty trucks need even more power. Diesel power. And Chevrolet offers it with the Duramax 6.6 liter turbodiesel V8. Unchanged from last year, this engine produces incredible stump pulling power by delivering a monstrous 910 ft-lbs of torque and 445 hp. The gas engine uses a six-speed automatic while the diesel gets a ten-speed Allison automatic transmission. If the name Allison sounds familiar, that is because they are known for building some of the best transmissions in medium and heavy duty commercial equipment. An emblem on the side of the raised hood of the HD reminds you of the powerhouse that resides underneath it.

Chevy will offer the 2500HD in five trim levels. The base model is the Work Truck, and as the name describes, is strictly a truck to be put to work, and nothing else. Move on to the Custom and the HD is fitted with power accessories, cruise control and larger wheels. The LT starts adding in more creature comforts like power mirrors, nicer cloth interior and a remote locking tailgate. The LTZ, which is how the tester arrived, gets leather interior, heated and power front seats, and power folding mirrors. At the top is the High Country, which includes side-assist steps, vented front seats and a Bose Audio system. Along with the five trim levels, other extras, depending on trim, can be added on.

Making the Silverado HD such a good driver and great worker is its diesel engine. With its 910 lb-ft of torque, there is never a shortage of power. Barely tap the throttle, and the torque is felt – no matter what the speed is. In fact, it makes the HD amazingly quick – able to hit 60 mph from a standstill in the mid six-second range. That’s quick for any vehicle let alone one that tips the scale at more than 8,300 pounds.

On the road, the ride is anything but smooth. Drive over breaks in the pavement and you’ll know it as the rear end bucks a little and tries to break loose. This is, after all, a heavy duty truck, and it is made to work, not delivery a smooth ride. You want a smooth ride, get a Cadillac. You want to pull up to 35,500 pounds and be able to carry a payload of up to 3,900 pounds – then the Silverado HD is your thing.

As big as this truck is on the outside, it’s equally huge inside. Similar to the cabin of the Silverardo 1500, the 2500 has plenty of storage compartments (including two glove boxes), plugs and ports. There is an 8.0 infotainment touchscreen, and while in other vehicles appears big, it seems dwarfed in the 2500 expansive cabin. Backseat passengers will take a liking to the massive amounts of room they have, comparing it to a limousine.

The tester that I was a four-wheel drive Cajun Red LTZ that was equipped with some pricey options, including the Duramax diesel engine ($9,890), the Z71 Off-Road package ($1,080) and the LTZ Premium Package ($7,805) which includes vented front seats, Bose Audio system, a sliding rear window, heated backseats and a rear view camera mirror, heads-up display, among other things. It carried an MSRP of $73,265.

I had the privilege of taking the Silverado 2500HD on a road trip across Texas and into New Mexico. The truck felt right at home on the open road – granted we had no trailer in tow. For me, the driver, the heads-up display was a best friend – not only did it show me my speed, but also the speed limit of the road I was on – great for being in unfamiliar areas. Both passengers had plenty of room and the large number of USB ports prevented any fights from breaking out. Storing luggage in the bed was simple thanks to plenty of hooks to tie them down to. And while I was driving, I could easily check on them with the Bed View camera – one of 15 unique views that the 8 available cameras provide.

For most basic work needs, the regular Silverado 1500 serves quite well. But when the job gets serious and you need a little more umph, it’s good to know that there are trucks out there like the Silverado 2500HD that still provides great looks and comfort, but can get the job done with ease.
– Christopher A. Randazzo

By The Numbers:

2020 Chevrolet Silverado 2500 4WD LTZ Crew Cab

Base Price: $53,300.00
Price as Tested: $73,265.00
Layout: front-engine / four-wheel drive
Engine: 6.6 liter Duramax Diesel V8
Transmission: 10-speed Allison automatic
Horsepower: 445 hp
Torque: 910 ft-lbs

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

When you’re the maker of the most popular vehicle sold in the country, you can pretty much do as you please in the way of making special models. We have seen Ford do just that with their popular F-150 series pickup. While most models of the F-150 sold are the base or mid trim levels, for years Ford has offered a high-performance version of the F-150 in the Raptor as well as ultra-luxurious versions in the Platinum and Limited trim models, the Limited being the flagship of the lineup. Now, for 2019, Ford has taken it a step further by combining the two – the high-performance engine from the Raptor and placing it in the engine bay of the luxurious Limited model. The result? One of the quickest (and nicest) trucks ever made.

The 2019 Ford F-150 Limited continues to be the plushest F-150 you can buy. It only comes one way – as a four-door crew cab (SuperCrew in Ford lingo) with a five and one-half foot bed. It mimics a high-end luxury car with an amazing leather cabin; mutlicontour heated and ventilated power seats, suede headliner, hand-finished ash swirl trim and more. Look up and there is a twin-panel moonroof to gaze out of. Open any door and running boards deploy to help your ascent into the spacious cabin. The back seat can easily sit three adults in comfort or if more cargo room is needed, the seats fold up to allow for even more cargo space.

On the outside, the Limited stands out with its huge 22-inch wheels and is available in just four colors: Ruby Red, Ignot Silver, Agate Black and Metallic White.

But the real thrill is what’s now packed under the hood. Inherited from the Raptor is the same High Output EcoBoost 3.5 liter V6 engine. This twin-turbo engine is good for 450 horsepower and 510 lb-ft of torque, which is amazing on two fronts. First that this engine can make that kind of power, and second, that it found it’s way into an F-150. The Limited uses a 10-speed automatic transmission and comes in either two-wheel drive or four-wheel drive.

Here’s the real kicker: due to the Limited having a weight advantage over the Raptor, the Limited is actually quicker than the Raptor. In fact, the F-150 Limited is so fast; it’s the second-quickest production full-size pickup truck ever – slower only to the Viper-powered Dodge Ram SRT-10 from 2004. This F-150 can hit 60 mph in just 5.1 seconds and make it through the quarter-mile in just 13.7 seconds.

When my Ingot Silver F-150 Limited test vehicle arrived, I was more than eager to see and feel what it was all about. As I stepped in, the luxurious interior was a sight to see. A chrome emblem on the center console is a clear reminder that I was in the highest F-150 on the totem pole. Pushing the start button, the first thing I noticed was just how quiet it is. The Raptor (which is what I was mentally comparing the Limited to) is far louder with a more aggressive exhaust note.

Stepping on the go-pedal revels just how special the F-150 Limited is. This big luxury-liner moves like no-other – and with hardly a fuss. The response off-the-line is amazing. The twin-turbo V6 emits barley a rumble – one that just doesn’t match the explosive performance it delivers. Braking was also beefed up, bringing this super-fast F-150 to stop quickly.

With all that luxury and performance, let’s not forget that the F-150 can still be put to work with its 7000 pound towing capacity. But all this does come at a price, and it’s a hefty one. The two-wheel drive model starts at $67,135, while a four-wheel drive model, which is how the tester was equipped, start at $70,560. Add in a few other options (tow package, bedliner, tailgate step) and the tester ended up with an MSRP of $74,180. Not cheap. But if you want the nicest, fastest truck on the road today, well, it’s here in the F-150 Limited.

— Christopher A. Randazzo

By The Numbers:

2019 Ford F-150 4×4 Limited SuperCrew

Base Price: $67,135.00
Price as Tested: $74,180.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter Twin Turbo V6 EcoBoost High-Output
Transmission: 10 – speed automatic
Horsepower: 450 hp
Torque: 510 lb-ft
EPA Fuel Economy: 17 city / 21 highway mpg

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

By Christopher A. Randazzo

Despite being out of production for more than a decade, the Chevrolet Blazer is a name well-known in the SUV market. We last saw the Blazer back in 2005, when it was based off of the Chevy S-10 pickup, but many remember the Blazer as a full-size sport-utility vehicle from 1969 (and being replaced by the Chevrolet Tahoe in 1995).

This year Chevrolet has brought the Blazer back. If you’re hoping for it to be similar to the original full-size Blazer or maybe even an SUV based off the Chevy Colorado, well, you’re gonna be let down. The new Blazer is neither. But that’s not to say you won’t like it. This new Blazer is very different, but in a good way.

The 2019 Chevrolet Blazer is a mid-size, two-row CUV slotted between the smaller Equinox and the larger Traverse. Designed with the Chevrolet Camaro in mind, the Blazer takes styling cues from its sporty family member, especially in the front grille area. Overall, the Blazer demonstrates a muscle car attitude – which is a warm welcome in a class dominated by uninspiring designs.

As you may have already guessed, the Blazer is better suited for on-road use, rather than off-road. It’s powerplant drives the front wheels, but all-wheel drive is available (and standard on some trim levels). Trim levels offered are the base L, the nicely equipped LT – which is further broken down to the 1LT, 2LT and 3LT, the sporty RS and the top-of-the-line Premier.

Three different powertrains are available in the Blazer, the trim level being the determining factor. The L and 1LT get a 2.5-liter four-cylinder engine (193 horsepower, 188 lb-ft of torque). Going with the 2LT or 3LT gets you a new engine for 2020 – a turbocharged 2.0-liter four-cylinder (230 hp, 258 lb-ft). Finally, the RS and Premier are fitted with a 3.6-liter V6 (308 hp, 270 lb-ft). A nine-speed automatic transmission is the sole transmission. All-wheel drive is standard with V6 Blazers and optional on Blazers with the new turbo motor.

The Camaro inspired exterior carries over inside the Blazer as well. The dash, center console and huge round vents remind me of the last Camaro I was in. Visually, the cabin is quite striking with a two-tone color scheme. The instrument cluster uses a combination of both analog and digital gauges which blends nicely together. An 8-inch touchscreen with Apple CarPlay and Android Auto is standard on every Blazer as are a pair of USB ports up front as well as for back seat passengers. Features available include heated and vented front seats, heated rear seats, ambient lighting and a rear-view camera mirror, just to name a few.

The Blazer that Chevrolet provided for this story was a 2020 RS model which includes the V6 engine and all-wheel drive. I must admit, I was expecting another run-of-the-mill CUV as I was about to embark on my first drive in the new Blazer. Boy was I wrong.

The first thing I noticed was the steering. It’s slightly heavy, but I quickly learned it pays back by feeling very precise and fluid, and along with the RS’s sport suspension and 20″ wheels, results in a very engaging drive.

The V6 delivers impressive acceleration and provides added confidence to the overall driving experience. Tests show the Blazer RS is capable of going from zero to 60 mph in the low 6 second range. I recall some Camaros of past eras that could only dream of being that quick.
Let’s not forget that the Blazer is a utility vehicle, and for those wanting to put it to work, it should suffice. All-wheel-drive versions can tow up to 4500 pounds while front-drive models can tow up to 1500 pounds. There is room for 31 cubic feet of cargo behind the back seat – that increases to 64 by folding the rear seats.

The Blazer is easily the best-driving crossover in the Chevrolet lineup – and may even be the best in its class, where it finds itself competing with the likes of the Ford Edge and the Nissan Murano. And while it’s not the Blazer of old, this new Blazer may just be the Camaro of crossovers – and that may just be the best compliment of all.

By The Numbers:

2020 Chevrolet Blazer RS AWD

Base Price: $43,500.00
Price as Tested: $49,395.00
Layout: front-engine / all-wheel drive
Engine: 3.6 liter V6
Transmission: 9-speed automatic
Horsepower: 308 hp
Torque: 270 lb/ft
EPA Fuel Economy: 18 city / 25 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

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 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