Automotive

By Rick Minter / Andrews McMeel Syndication

Brad Keselowski’s 30th career victory, which came in Saturday night’s Digital Ally 400 at Kansas Speedway, was much like many of his earlier wins in that he initially didn’t appear to be a contender, but he and crew chief Paul Wolfe spent most of the race tuning his car and turning it into a winner.
Keselowski started fourth but quickly faded out of the top 10. He ran between 10th and 15th for most of the race while others, like Kevin Harvick, who led a race-high 104 laps, and Alex Bowman, who led 63, dominated at the front.
But Keselowski came on strong at the end, taking advantage of fresher tires, and drove by Bowman with 11 laps remaining to take the lead. He held onto the top spot through an overtime shootout that extended the race by four laps to get his third victory of the season.
Bowman finished second for the third race in a row, while Erik Jones took third over Chase Elliott and Clint Bowyer. Harvick, who won the pole and the first 80-lap stage, finished 15th after being set back by an unscheduled green-flag pit stop with 88 laps remaining.
“What a great day,” Keselowski said. “On the (final) restart, I just got a great launch, and Alex Bowman — he’s going to win a race — he did a great job. We had a little bit of fresher tires than he did (to facilitate the lead change before overtime), and we were able to make the move on the outside there and caught everything perfect.

“I’m just so thankful.”
Bowman was blaming himself afterward, saying he picked the wrong lane when he came up on a group of slower cars, which gave Keselowski an opportunity to pass him.
“We had a really good car, I just made bad decisions going through lapped traffic on lane choice,” he said. “[The lapped drivers] stayed where I needed to run. I should have gone high, and I shouldn’t have picked the middle like I did. I just had to lift and let [Keselowski and Jones] drive right around me.

“I’m pretty frustrated with myself. There was no way around that, that was a bad mistake on my part. We’ll go home and get them next week.”
Bowyer, seeking the first win for a home-state driver at Kansas, also was frustrated at the end, but his ire was directed at Jones, who made a bold move in driving in front of Bowyer on the overtime run to the finish.
“That wasn’t very smart,” Bowyer said of Jones’ tactic. “If it had been another scenario where I would have had some room, I would have just turned him in front of the whole field, and he would be back there wishing he wouldn’t have done that.”
Jones said he did what he had to do, given the current aero package. “We’re racing hard, and this package kind of leads into a lot of blocking and a lot of protecting your position,” he said. “When I take the white flag, I’m not going to give up a lane to give up two, three or four spots if [Bowyer] would have gotten to the inside.”

Kyle Busch will remain tied with Morgan Shepherd with 11 top-10 finishes to start a Cup season. In his 12th start, Busch ran competitively, even overcoming a penalty for driving through too many pit boxes on one of his stops. But a late pit stop to replace a tire cut from contact with Bowyer left him three laps down in 30th place at the finish.

Saturday’s race was the first night race with the new higher-downforce, lower-horsepower competition package NASCAR implemented this year, and Keselowski said the new package puts on its best show at night.

“It used to be we wanted daytime races because it fit the rules,” Keselowski said. “Now it’s the opposite. Nighttime is the new daytime for NASCAR as far as the racing being better.”
The next two races — the non-points All-Star race and the Coca-Cola 600 — both will end under the lights at Charlotte Motor Speedway.

PHOTO CAPTION: Brad Keselowski’s No. 2 Ford for Team Penske had the goods when it counted, bolting to the front late in the Digital Ally 400 at Kansas Speedway.Brian Lawdermilk/Getty Images for NASCAR

By Christopher A.Randazzo

There was once a time when shoppers of compact sedans had to settle for boring, generic and plain styling. Thankfully, those day are just about gone. Case in point – the Hyundai Elantra. To give you an example – google 2009 Hyundai Elantra – then look at the 2019 Elantra shown here. See what I mean?

For 2019, the Hyundai Elantra gets a face lift. The front end is more angular and bolder with triangular headlights. The Elantra Sport, which is what I was assigned for this review, is set apart even more with its own unique grill, special wheels and a body kit.

Changes can be found inside as well, with a restyled center console and slightly different buttons.

Underneath the body, though the Elantra remains the same, which is nothing to be ashamed of. The base engine, and the only choice for all trim levels except the Sport and the Eco, is a 2.0 liter four-cylinder that makes 147 hp and 132 lb-ft of torque. It’s hooked up to either a six- speed manual transmission or an optional six-speed automatic transmission, depending on trim level.

If you haven’t been in a current Elantra, you owe it to yourself to check it out – you’ll be impressed. The upscale look and feel makes the Elantra’s cabin appear more expensive than its sub price tag would have you believe. The infortainment center is nicely integrated into the dash, looking far better than the “iPad attached to the dash” look that others are doing. Seating for five is easily accomplished and when the back seats are not occupied, they can be folded to give you extra cargo room. Trunk space is of good size and can hold 14.4 cubic feet worth of goods.

If fuel-efficiency is your main objective, the Eco is the Elantra you should have your sights on. It uses a 1.4 liter turbocharged four-cylinder mated to a seven-speed automatic. This combination makes the Elantra achieve 32 mpg city and 40 mpg highway vs 28/37 that the other Elantras get.

Opposite the Eco is the Elantra Sport. Fitted with a 1.6 liter turbocharged four-cylinder, it makes 201 horses and 195 lb-ft of torque. It’s available with either a six-speed manual transmission or a seven-speed dual clutch automatic transmission with paddle shifters. Along with more power, the Sport gets a sport tuned suspension and larger brakes. As you can see, the Sport really does add some sport to the Elantra .

The Intense Blue Elantra Sport test car was fitted with the optional dual clutch automatic transmission.

Behind the wheel, the Elantra Sport surprisingly delivers an impressive ride. Wearing 18-inch meaty tires, the Elantra sticks to the road quite well. And it’s fairly quick too, able to sprint from 0 to 60 mph in about 7 seconds and hit the quarter mile in the mid 15-second range. Shifts are eye-blinking quick thanks to the dual clutch transmission. The larger brakes slows things down when needed.

Pricing for the 2019 Hyundai Elantra starts at $17,2000 – making it look very attractive. The Sport starts at $23,700. A $2,250 Premium package adds in a navigation system with 8-inch touchscreen and an Infinity Sound. Throw in the floor mats and destinations charges, and the MSRP on my tester comes in at $27,005. And don’t forget all Hyundais come with a 10-year, 100,000 mile powertrain warranty.

Years ago, for those in the market for a compact sedan, being boring was part of the package. Thanks to cars like the Elantra – that is no longer the case.

By The Numbers:

2019 Hyundai Elantra Sport

Base Price: $23,700.00
Price as Tested: $27,005.00
Layout: front-engine / front-wheel drive
Engine: 1.6 liter turbocharged inline 4-cylinder
Transmission: 7 – speed dual-clutch automatic
Horsepower: 201 hp
Torque: 195 ft-lbs
EPA Fuel Economy: 26 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 Elliott name has been a big one at Talladega Superspeedway since the 1980s, when Bill Elliott and his No. 9 Fords put on some impressive displays of speed on NASCAR’s fastest track, including an all-time fast qualifying speed of 212.809 miles per hour back in 1987, and making up two laps under the green flag to win the 1985 Winston 500.

On Sunday, Elliott’s son, Chase, took up his father’s mantle and drove the No. 9, now on the side of a Hendrick Motorsports Chevrolet, back to Victory Lane after winning the GEICO 500. Appropriately, while young Elliott was getting his first Talladega victory, dad was collecting another winner’s trophy aboard an old No. 9 Dodge at a Walter Mitty race at Road Atlanta.
Chase Elliott’s victory, the fourth of his Cup career, was the first of the season for Chevrolet, and broke a string of wins by the Fords from Team Penske and the Toyotas of Joe Gibbs Racing. Elliott led four times for 44 laps, including the final four in a race that saw 39 official lead changes. (There were other lead swaps in the race that don’t show up in the official count, which only focuses on who leads at the end of each lap.)

Elliott, who grew in Dawsonville, Georgia, was a winner for the first time in his native Southeast, with his 2018 victories coming at Watkins Glen, Dover and Kansas.
He seemed moved by the reception he received from an enthusiastic Alabama audience that cheered him to victory over the final four laps and celebrated with him afterward.
“I was blown away by the people, how fired up everybody was,” Elliott said. “The post-race [celebration] was unbelievable. I’ve never had a crowd … just felt like in the palm of your hands is how it felt.

“You get excited, they get excited. You walk, they don’t say anything. You pump your arms up, they get pumped up. That’s just something that I’ve never really experienced. That’s one of the coolest moments I feel like of my racing career.”

Elliott, who is poised to become the face of NASCAR if he can continue his winning ways, said he won’t take the fan support for granted.
“You don’t know if that will always be that way,” he said. “People might not like you in a couple years.”
There were several aspects of Sunday’s race that kept fans entertained besides Elliott’s victory.

For instance, drivers from each manufacturer worked together throughout the race, and in the end, Elliott used drafting help from his Hendrick teammate Alex Bowman to take the win, while two young Chevrolet drivers, rookies Ryan Preece and Daniel Hemric, finished third and fifth, respectively. Those were career bests for Bowman, Preece and Hemric. Ford’s Joey Logano dominated much of the latter portions of the race, leading 37 laps, but wound up fourth at the finish.
The race was the first run at Talladega under a new package that featured tapered spacers on the engines instead of restrictor plates, which upped horsepower from around 450 to 550. It also saw the use of a 9-inch rear spoiler, up from the 8 inches used elsewhere this season.

The changes left many wondering how the race would play out, but the main change seemed to be that trailing drivers who got a boost of speed could close quickly on the drivers ahead of them.
There were several accidents, the most frightening occurring on the final lap when David Ragan lost control of his No. 38 Ford, triggering a crash that saw Kyle Larson sail into the air and into the inside wall before launching into a series of barrel rolls.

Larson, who emerged apparently unharmed, said the crash scared him.
“Initially, I thought I was going to hit the inside wall pretty hard,” he said. “And then right before I got to it, I felt the car starting to lift and was just hoping it would just set down.

“Then it started tumbling. It was the longest flip I’ve ever had. I didn’t know if it would ever stop … I was just hoping it wasn’t going to get any closer to the catch fence. It was a little scary, but thankfully I’m OK.”

Bowman said that even though Elliott was poised to deliver the team a victory as the laps wound down, his main goal was to put his own No. 88 Chevy in Victory Lane.
“I’m not just going to let him win,” Bowman said. “I’ve got to try.”

But with the last-lap caution flag, actually thrown for an earlier wreck by Ricky Stenhouse Jr. on the frontstretch, no one will ever know how that battle among teammates would have worked out.

Logano said he didn’t believe the outcome would have been any different, even if the race ended under the green flag.
“There were no runs building and no momentum going,” he said, adding that his own bid for the win went awry when he moved to block Kurt Busch. That allowed Elliott to slip by them both.
“At the end [Busch] had a big run, and I felt like I had to block that,” he said. “I can’t block both, and [Elliott] got underneath me.”

PHOTO: Kyle Larson posted about his late wreck on Instagram. Courtesy of Chase Elliott Motorsports

A few weeks ago I was driving around town in a car that was all about being cheap and frugal – the 2019 Mitsubishi Mirage G4 4-door sub-compact sedan. This is the perfect car for the kind of driver that could totally care less about how a car looks and drives, as long as it gets from point A to point B – and does so in the cheapest way possible. That’s the purpose of the Mirage – nothing more and nothing less.

The Mirage returned to the North American marketplace back in 2014, but only as a 5-door hatchback. A few years later, the 4-door sedan appeared, carrying a “G4” badge with it. Since then, both the hatchback Mirage and the Mirage G4 have carried on basically unchanged and have clinged on to the idea of being cheap, basic, fuel-efficient transportation.

With an EPA rating of 35 mpg city and 41 mpg highway for a combined 37 mpg, the Mirage G4 does appear to be near the top of the fuel-sipper list of cars that are not hybrids or diesels. And with a starting price of just $14,472, the Mirage is also one of the most inexpensive new cars around.

On paper, the Mirage looks pretty compelling. The base ES model comes standard with keyless entry, cruise control and a 7-inch touchscreen display with a rearview camera. Move up to the SE, like the tester, and features like foglights, keyless ignition and heated front seats are included. Apple CarPlay and Android Auto are standard on the SE, optional on the ES.

Inside the Mirage, it’s clear to see why the price for admission is so low. The cabin looks like it was designed about a decade ago – and on a very tight budget. Most surfaces are hard plastic and not particularly high in quality. On a positive note, all the essential controls are there and are simple to use. The cloth bucket seats are fully adjustable and comfortable. And the Mirage is actually quite spacious and even tall drivers and passengers will find adequate head and leg room.

Driving the Mirage, the motor sounds like its working extra hard just to move the car. And it is. Feeling like a dog missing a leg, the three-cylinder 1.2 liter engine struggles to make the 78 hp that it is rated at. I found myself flooring the gas pedal many times just to keep up with traffic. And that was just with me in the car. Add three passengers in the car and what little acceleration the Mirage has evaporates. The Mirage G4 SE comes with a CVT automatic transmission, which is optional on the base ES model. Standard on the ES is a 5-speed manual, which may add some much needed spunk to the car’s fun factor.

But one area where the Mirage does shine is in the value department. With such a low price and delivering excellent fuel economy, along with a five-year/60,000-mile basic warranty and 10-year/100,000-mile powertrain coverage, for those watching every penny and each drop of fuel, the Mirage just may be what they are looking for. As long as they don’t want anything more.

-Christopher A. Randazzo
By The Numbers:

2019 Mitsubishi Mirage G4 SE

Base Price: $17,495.00
Price as Tested: $18,525.00
Layout: front-engine / front-wheel drive
Engine: 1.2 liter 3-cylinder
Transmission: CVT automatic
Horsepower: 78 hp
Torque: 74 ft/lbs
Fuel Economy: 35 mpg city / 41 mpg highway

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

By Rick Minter / Andrews McMeel Syndication

With a win in Saturday night’s Toyota Owners 400 at Richmond Raceway, Martin Truex Jr. fixed one of the few weak spots on his resume. He won a Cup race on a short track after going winless in his first 80 starts on tracks under one mile in length.

The fact that Truex took so long to win a Cup race on a short track was strange, given that he grew up racing short tracks and won short-track races at Bristol, Indianapolis Raceway Park and Memphis Motorsports Park during his march to two titles in the series now known as Xfinity.
It wasn’t surprising that Truex’s breakthrough short-track win came at Richmond. In the five races there leading up to Saturday night, Truex had led 675 laps but never made it to Victory Lane. On Saturday, he led 186 circuits and held on over a race-ending 148-lap, green-flag run to the finish despite fighting poor handling on his No. 19 Toyota.

He took the lead from Brad Keselowski for good with 79 circuits remaining, then held off late charges from Clint Bowyer and Joey Logano to get his 20th career Cup win and his first since joining Joe Gibbs Racing at the start of the season. Logano finished second, ahead of Bowyer, Kevin Harvick and Denny Hamlin.
Truex’s win means that after nine races no team other than Joe Gibbs Racing and Team Penske has won in Cup in 2019.

Gibbs has six wins, including three with Kyle Busch and two with Denny Hamlin, while Penske has three, two with Keselowski and one with Logano.
Truex said in his winner’s interview that he was relieved to get his first short-track win and glad to get it at Richmond.

“We’ve been so strong the last couple seasons and led so many laps and had some real, real heartbreakers, some that were really tough, some really tough losses,” he said. “Sometimes those things are hard to get through, but they make you stronger and make you appreciate the good days.”

He said his pit crew, which struggled the week before at Bristol, had a good night at Richmond and helped him stay up front when it counted.
“We didn’t have the best car, and it worked out the way we needed it to, thanks to a great team and a pit crew,” he said. “They stepped up [at Richmond], and they did a great job. They got us to the lead and put us in control of the race and were really the difference.”

Truex admitted he had some anxious moments when Bowyer and Logano were hounding him in the late stages of the race.
“I knew I was in trouble with 35 to go,” he said. “I mean, my car got really tight. I couldn’t get it to turn. … I knew what lap times they were running, and I knew what I could run, and I knew once they started closing the gap, I was having to over-drive my car, and I was just making it worse.
“I just tried to save a tiny little bit, if I could, until they got to me. And from there it was just try not to screw up and try not to give them a free shot at you.”

Truex said the new aero rules made it a close race at the end even without the benefit of late caution flags to tighten the field.
“The real reason that race was so good at the end and so exciting was because none of us had any air on our cars,” he said. “The guys on the tail end of the lead lap right in front of me, I was faster than them, but I couldn’t get any closer. I had no air, just as [Bowyer] and [Logano] didn’t, and we all were just searching for something and sliding, and we had no grip at all.
“So that’s what made it a cool race. I was honestly glad we were able to hold them off. It wasn’t going to be much longer. I was struggling, so it feels good to get it.”
A frustrated Bowyer said he could track down Truex but couldn’t pass him.
“I ran him down,” Bowyer said. “I was faster on a long run than him, but by the time you get to him, your stuff is pretty worn out. And with this aero package, you are so aero-dependent behind those cars that you get terribly tight. …
“I lost. It sucks.”
Logano also lamented the fact that he got behind late and couldn’t catch Truex in time to pass him.

“We had a car that was capable of winning for the third week straight and we didn’t win,” he said. “That part is frustrating. We need to clean up some mistakes on our end. We lost the lead there on a pit stop. We’ve got to get faster there. That is when we lost control of the race and fell back to third.
“We had a decent green-flag cycle that got us up and then we reeled in [Truex and Bowyer] from pretty far back. … Ran out of time. Needed a few more laps.”

Photo caption: Martin Truex Jr.’s victory at Richmond snapped an 80-race Cup losing streak at tracks less than a mile long. Matt Sullivan/Getty Images for NASCAR

By Christopher A. Randazzo

When the Toyota Tacoma was introduced in 1995, it was the replacement for the HiLux, or better known here in the US market as just a Toyota Pickup truck. Over the generations, Toyota’s smallest truck has evolved – it’s hardly little anymore, having grown and matured in its years and taking styling cues from its big brother, the Toyota Tundra.

The current generation has been around since 2016 and continues to be available in two cab configurations (Access Cab and Double Cab), two bed lengths (short and long), two different engines (a 4-cylinder and a V6), two different transmissions (6-speed manual and a 6-speed automatic), and six different models (SR, SR5, TRD Sport, TRD Off-Road, Limited and TRD Pro). Really, if you want something smaller than a full-sized truck, there is a Tacoma that can be fitted for your needs. Recently Toyota had me in a VooDoo Blue colored Double Cab TRD Pro with the V6 engine.

The Double Cab (a crew cab with 4 full size doors) is the roomiest Tacoma available, offering comfortable seating for five. The Access Cab uses small rear-hinged doors and is perfect when the back seat is used more to haul tools than passengers.

Powering the Tacoma is a pair of impressive engines – a 2.7-liter four-cylinder that makes 159 hp and a 3.5-liter V6 that makes 278 hp and 265 lb-ft of torque. The four-cylinder is mated to a six-speed automatic transmission. Going with the V6 gives you the option of a six-speed manual or the six-speed automatic.

Once you get inside the Tacoma (it’s a big step up), a nicely appointed interior greets you. Room is plentiful, but the Tacoma’s high floor and low roof may make it feel a little awkward at first. Look around and you’ll see utility is everywhere – with cupholders in the center floor console and compartments that keep everything tidy. And as you would expect from Toyota, the quality of the materials used is extremely high.

Toyota has always put safety on top, and that is no different here. Each Tacoma is fitted with the Toyota’s Safety Sense System which includes a forward collision warning with automatic emergency braking, lane departure alert as well as automatic high beams and adaptive cruise control. Then there is the alphabet-soup of safety equipment that includes anti-lock brakes (ABS), Electronic Brake-force Distribution (EBD), Vehicle Stability Control (VSC) and Traction Control (TRAC). Every Tacoma now comes equipped with front-seat side airbags as well as side curtain airbags.

For those into off-roading, the TRD Pro model is sure to please you. Along with 4-wheel drive, this model adds Fox shock absorbers, an electronic locking rear differential, a multi-terrain select switch, all-terrain tires, and a front skid plate. The TRD Pro also sits about an inch higher and comes with an all black grille and special decals.

If off-roading isn’t your thing, the Limited is the most civilized Tacoma with its leather interior and its flashy chrome exterior trim.

For 2019, the TRD Pro can be fitted with a high-mounted snorkel air intake. Called the “Desert Air Intake Package,” it elevates the air intake above the dust you are going to kick up while out bouncing around in the dunes. Mounted along the passenger side A-pillar, it has sure drawn some looks from other drivers.

Being fitted with the V6, there is plenty of power for just about any circumstance. In town, the automatic seems ideal, shifting at all the right times. On the highway, the transmission seems a little restless, wanting to change gears often. Purists will be glad to see that a manual gearbox is still available, but something tells me those days are numbered. The EPA rating on the tester was 18 mpg in the city and 22 mpg on the highway.

Toyota trucks have always been known to be tough and reliable. And for awhile the Tacoma was the only entry in the mid-size truck market. Today, with the likes of the Chevy Colorado/GMC Canyon twins as well as the Nissan Frontier and the return of the Ford Ranger, there are choices for mid-size truck buyers. But leading the pack continues to be the Toyota Tacoma.

By The Numbers:

2019 Toyota Tacoma TRD Pro Double Cab 4×4 V6

Base Price: $45,355.00
Price as Tested: $46,480.00
Layout: front-engine / four-wheel drive
Engine: 3.5 liter DOHC 24valve V6
Transmission: 5-speed automatic
Horsepower: 276 hp
Torque: 265 ft/lbs
EPA Fuel Economy: 18 city / 22 highway mpg

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

By Rick Minter / Andrews McMeel Syndication

Denny Hamlin overcame two pit-road penalties — and another costly mistake of missing pit road entirely on one of his planned stops — to win Sunday’s O’Reilly Auto Parts 500 at Texas Motor Speedway.

It was Hamlin’s second win of the season, the first coming in the season-opening Daytona 500, and the fourth for his Joe Gibbs Racing team. After seven races, only Gibbs and Team Penske, which has two victories with Brad Keselowski and a third with Joey Logano, have visited Victory Lane. Kyle Busch scored the other two Cup wins for Gibbs.

Hamlin’s No. 11 Toyota was strong in the early going of Sunday’s race, but he was nabbed for speeding on pit road on Lap 64 and had to go to the rear. He won the second 85-lap stage but had to restart at the rear of the pack due to his crew letting a tire go uncontrolled. Then he missed pit road in the final stage, which cost him both time and position.

But thanks to a fast car — and a durable tire compound that allowed him to make several timesaving, fuel-only pit stops — all that didn’t matter much in the end.
“Really all that cost us today was we lost out on stage points in the first stage, and I probably cost us a lot of laps led, more than likely,” Hamlin said in the winner’s interview. “Certainly things fell favorable for us with the cautions that did come. We were able to have some really good restarts. That was key for us, as well. The final two restarts, we were really able to gain positions.”
He said the main factor in his comeback was having a car that would move through traffic in a hurry — something his competitors struggled with.
“It seemed like our car could move around as good as anyone,” he said. “That’s what allowed me to be aggressive, allowed me to come through the pack multiple times.”

Hamlin’s teammates also had fast cars, as Kyle Busch led a race-high 66 laps before hitting the wall and fading to 10th. Erik Jones came back from an early spin to lead 30 laps and finished fourth, while Martin Truex Jr. led 10 laps and finished 12th.
Team Penske, which has been door-to-door with Gibbs all season, had mechanical problems with its three entries. Brad Keselowski broke a rear gear. Joey Logano fell behind when his hood support collapsed, and Ryan Blaney’s car lost its water after he led 45 laps.

“A part broke off and leaked all the water out, so that’s the way it goes,” Blaney said. “It just seems that’s the way this season is going. We’ve had a shot to win pretty much every race and something happens. That’s getting old, but the car is fast.

“That’s the bright side, but I’m kind of tired of looking at the bright side. I want to actually start finishing where we should.”
Blaney has led 195 laps this season, more than any driver who has yet to win this year.

PHOTO CAPTION: Denny Hamlin, right, and team owner Joe Gibbs celebrate and share the good news with loved ones via a phone call from Victory Lane.|Chris Graythen/Getty Images for NASCAR

For decades now, the Jeep Wrangler has been the quintessential off-road machine. With its short wheelbase and small over hangs – it’s the perfect vehicle for the adventurous off-road driver. Last year, the Wrangler “JK”, out since 2006, was replaced by an all-new Wrangler, code-named the “JL”. This week I find myself exploring this new off-roader, in the Unlimited Rubicon trim level.

At first glace, the new Wrangler looks much like the one it replaces. That’s purely intentional. When an icon is being re-created, it has to be new, yet recognizable. The new Wrangler is exactly that.

While it may look the same, every panel is brand new. It’s larger too – the two-door is two-and-a-half inches longer while the four-door Unlimited is three-and-a-half inches longer. Wheelbase is also increased by an inch on the two-door Wrangler and two-and-a-half inches on the Unlimited.

Under the hood, Chrysler’s Pentastar V6 engine can still be found. Displacing 3.6 liters, it makes 285 horsepower and 260 lb-ft of torque. Want more power? Wrangler buyers can now opt for a new 2.0 liter turbocharged four-cylinder. While it makes slightly less horsepower (270), torque jumps to 295 lb-ft – and in this business, torque is the name of the game. As a bonus, the boosted four-cylinder is equipped with a slight electric assist system. This system replaces the alternator with a motor/generator unit that can boost torque under acceleration as well as gather energy through regenerative braking. It also adds in Stop Start, to further save fuel at long stops.

Jump inside the new Jeep and you’ll find a much more modernized interior. Sure, the last Wrangler had some nice amenities, but they all seemed to be add-ons. In the new Wrangler, features like push-button start and a giant touch screen fit in nicely and feel like they belong. It’s roomier too, thanks to that slightly longer wheelbase.

So if you’re wondering if the new Wrangler Rubicon has gone soft, I can assure you it hasn’t. First off, the wheels are now larger 33 inchers, up an inch from the last model. That increases ground clearance by .9 inches (from 10.0 to 10.9). And those huge tires are now BFGoodrich All-Terrain T/A KO2s – the same tire found on the Ford Raptor.

The Rubicon comes with electronically locking front and rear differentials, an electronically disconnecting front anti-roll bar, and a 4.00:1 low range for its part-time four-wheel-drive system. Dana 44s are used for both the front and rear axles. And unlike other sophisticated off-road vehicles, the Wrangler has no adjustable-ride-height or terrain-response system. All that is left up to the driver.

Of course, the doors still come off and the windshield still folds down – both just much easier than last year’s Wrangler. And now, along with the hardtop and softtop, there is a third option – the Sky One Touch Power top. Going this route lets you choose between open air driving or a closed roof, by way of a button.

For 2019, Jeep has added adaptive cruise control and a forward collision warning system to the option ship.

As Jeep changed the Wrangler, it changed a modern day icon. But the new Wrangler is just as good as ever – and remains the ultimate off-road vehicle.

— Christopher A. Randazzo

By The Numbers:

Jeep Wrangler Unlimited Rubicon 4×4

Base Price: $41,445.00 (2018)
Price as Tested: $58,990.00 (2018)
Layout: front-engine / four-wheel drive
Engine: 2.0 liter turbocharged four-cylinder
Transmission: 8-speed automatic
Horsepower: 270 hp
Torque: 295 ft/lb
EPA Fuel Economy: 22 city / 24 highway mpg

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

By Rick Minter / Andrews McMeel Syndication

In scoring his 53rd career Monster Energy Cup Series victory and his 200th in a major NASCAR series, Kyle Busch showed that he deserves the attention his quest for 200 victories has drawn.
Busch and his No. 18 Toyota were dominant from the start of Sunday’s Auto Club 400 at Auto Club Speedway in Fontana, California, but it took a spirited drive late in the race to secure the victory.
After starting fourth, Busch took the lead for the first time on Lap 13 and swept both 60-lap stages. But at the end of the second stage, he was nabbed for speeding on pit road and was dropped to 18th in the running order, and postioned behind several lap-down drivers as well.

While many figured the setback might give Team Penske drivers Brad Keselowski and Joey Logano a chance to battle for the win, Busch wasn’t done. He retook the lead after just 38 laps. He lost it briefly during a round of pit stops, but quickly chased down Logano and Keselowski and drove away from them for the final 26 laps. At the finish, he was 2.354 seconds ahead of runner-up Logano, with Keselowski finishing third over Kevin Harvick, Ryan Blaney and Busch’s older brother, Kurt, who was the highest-finishing Chevrolet driver for the third time in five races this season.

Logano said he was proud of his career-best Fontana finish, especially considering how fast Busch was.

“Gosh, we came so close,” he told reporters after the race. “Proud of the effort. Hung in there all day, hung strong. Just didn’t have enough for the green car [of Kyle Busch].”
Busch’s Cup crew chief, Adam Stevens, was among those praising Busch after his milestone win, which was his fourth in Cup at Auto Club Speedway.

“It’s pretty cool,” Stevens said. “The 200 deal, it’s awesome. It’s important for people to remember, it’s not my 200th win by any means, but it’s cool to be a part of his career. He’s as good as they get. Probably be a first-ballot Hall of Famer. I don’t know how anybody could argue that.

“To be that close to that level of talent, to help him achieve what he’s achieved, is a tremendous honor. I don’t take it lightly. I never have.”
Stevens said Busch is no longer the “bad boy” he was for much of his early career.

“I think we’ve all seen a lot of growth in Kyle through the years,” Stevens said. “I’ve seen the most not behind closed doors, not dealing with him on the team. He’s always been as good as he possibly could be in that regard.
“The frustrations through the weekend and on the racetrack affect him less than maybe they did a few years ago.”
Busch agreed with Stevens’ assessment and said that as he’s matured he’s been able to expand his support among race fans.

“I feel like my fan base has been picking up over the years, growing up a little bit,” he said in his winner’s interview at Fontana. “I turned off plenty in the early days. You’re never going to change those minds, which is fine. …
“Overall, I think winning obviously kind of helps that. I certainly have to give a huge shoutout and praise to the Rowdy Nation fans that have been with me since the beginning, that have been with me since the Kellogg’s days, my Xfinity days, before I was a Cup guy.”

At this point in the season, while still relatively early, Joe Gibbs Racing and Team Penske appear to be ahead of their competitors when it comes to speed and performance with NASCAR’s new higher downforce/lower horsepower package. Gibbs has three wins — with Busch at Phoenix and Fontana and Denny Hamlin at Daytona — while Penske has wins by Logano at Las Vegas and Keselowski at Atlanta.

Busch said that no matter how the rest of the season — and the rest of his career — goes, he’s not planning on declaring himself the greatest NASCAR driver of all time.
“I would just like to be attributed or in that mix of the top five, top eight guys,” he said. “I think by the time I’m all said and done, I could be in the top two or three of those guys of greatest of all time.
“I think it’s going to be really, really hard to exactly pinpoint how you can define ‘greatest’ when that time comes.”

PHOTO CAPTION: Kyle Busch celebrated his win at Auto Club Speedway atop his No. 18 Toyota with a flag custom-made for the occasion.Robert Laberge/Getty Images for NASCAR

By Rick Minter / Andrews McMeel Syndication

With his victories in both the Xfinity and Monster Energy Cup series races at ISM Raceway in Phoenix over the past weekend, Kyle Busch has pushed his win count across NASCAR’s top three touring series to 199, just one shy of NASCAR’s all-time win leader Richard Petty, who had 200 wins, all in the elite Cup series.

Busch has 52 in Cup, 94 in the Xfinity Series and 53 in the Gander Outdoors Truck Series, and is already the all-time win leader in Xfinity and trucks.

As he closes in on 200, a debate is heating up over how Busch’s accomplishments compare to Petty’s.
Many in Busch’s corner point out that a lot of Petty’s wins came against short fields and lighter competition back in the day. Those in Petty’s camp argue that all of Petty’s wins came in the circuit’s elite series and point to his win total in major races, like the Daytona 500, where he had seven wins. Busch has yet to win the 500.

Others say Busch’s records are unique in that no other top Cup driver has put so much focus on competing in the No.2 and No. 3 circuits.
Even more say that comparing the two drivers and their accomplishments really isn’t fair.
Retired driver and TV commentator Ricky Craven weighed in on Twitter, writing that when Busch reaches 200 “it will be a moment for our sport to celebrate a monumental accomplishment. It’s my hope that we stop comparing it to Richard Petty’s unprecedented feat. Both statistics are exceptional but not comparable.”

After his dominating Cup win at Phoenix, where he chased down and passed race leader Ryan Blaney with 17 laps remaining to get his first Cup win of the season, Busch sounded like he wanted to leave the Busch-Petty debate to others.

“It’s not for me to worry about,” he said. “It’s for everybody else to discuss and talk about and argue over and debate. But for myself and the career that I’ve had, I’ve been fortunate to be with a lot of great people, a lot of great sponsors, those that stick around me. …
“To work with my guys, to take them to Victory Lane is what it’s all about.”
Busch added that at the relatively young age of 33, he hopes he has many more wins ahead before he exits the sport.
“Might as well set your goals high, go out there and achieve,” he said, adding that he’d like to run his Cup victory count to 100. “That would certainly put us up there with the top guys, being one of the best of the best.”

Busch’s car owner, Joe Gibbs, also weighed in during the winner’s post-race press session.
“I’m always leery about ‘all-time’ when you start talking in pro sports because there’s been so many great ones,” Gibbs said. “I do think Kyle has the unusual ability of some athletes. … It’s the guys that when they put the helmet on — I think really if he won 500 races, it wouldn’t change — he goes for it every single week.

“He’s got a determination and a drive that’s just very unusual … You [media] guys will probably determine where he winds up in history … but I would say that Kyle has probably got a chance to really do something great.”
Busch’s win at Phoenix on Sunday looked more like some of his Xfinity wins there. He led a race-high 177 laps, won a stage, and at the checkered flag was comfortably ahead of runner-up Martin Truex Jr., who charged through the top five late in the race to claim his best finish of the season. Blaney, the polesitter, led 94 laps and had to stretch a dwindling fuel supply in his No. 12 Ford to finish third, also his best of the season. Aric Almirola, who led 26 laps, and Denny Hamlin, who led seven, completed the top five.
Busch said he couldn’t be much happier with the performance of his No. 18 Toyota after the first four races of the season.

“Best in the business,” he said. “I’ve got the best guys on pit road. I’ve got the best guys in the garage and the best crew chief [Adam Stevens] out there.
“I think all those combinations go together with a pretty good driver, and we can go out there and get the job done. Now we just got to keep doing that.”

PHOTO CAPTION: With a pair of wins over the weekend, Kyle Busch now has 199 wins across NASCAR’s top three series.Stacy Revere/Getty Iimages for NASCAR

What type of street bike is right for you?

A non-rider often asks, “What’s the best motorcycle?” The experienced rider answers, “That depends on what you want to do with it.”
Today, motorcycles are better than ever and also more specialized than ever. The key to being happy with your choice is not finding the “best” motorcycle, but rather finding the motorcycle that’s right for you and the kind of riding you want to do.

Some motorcycles are obviously more suited to new riders than others, however.
The two things most likely to add to a new rider’s confidence level are light weight and the ability to get both feet on the ground at a stop. Lighter is always better when you’re still learning to balance, steer, accelerate and brake. And while experienced riders often learn to become comfortable just getting one foot down at a stop, it’s more reassuring to plant both feet when you’re just getting started.
Fortunately, weight and seat height figures are almost always included among the specifications listed for new motorcycles on the manufacturers’ websites, so that’s a good place to start sorting through which bikes are most new-rider-friendly.

But with hundreds of new and used models available for sale, you still need to narrow your search a little.
The first step toward figuring out which bike is right for you is understanding various categories of motorcycles and their pros and cons, from the perspective of a new rider. Keep in mind that there are more genres than what you see here; these happen to be those that most new riders find appealing.

Standard
Intended to do a little bit of everything, a standard looks basic, but is limited only by your imagination.
Example shown: Yamaha FZ-07
Built for: Doing a little of everything
New rider pros:
• Neutral ergonomics provide a more natural sense of control, comfort.
• Basic style doesn’t force you into a genre that you realize later doesn’t fit you.
New rider cons:
• “Basic” doesn’t mean beginner. Like other motorcycle types, standards come in all sizes and horsepower levels.
A couple of options: The Honda CB500F is a small, modern and nimble take on the classic standard style, or for a classic take on the standard motif, consider the Triumph T100 Bonneville.

Cruiser
For many new riders, when they hear the word “motorcycle,” the image of a cruiser pops to mind.
Example shown: Harley-Davidson Street 750
Built for: Relaxed rides
New rider pros:
• Low seat lets rider get feet down easily.
• Low center of gravity offsets heft.
• Engine tuned for low-rpm power makes clutch/throttle coordination easier.
New rider cons:
• The long and low frame makes handling a bit awkward on some models.
A couple of options: While big cruisers can be heavy, expensive and intimidating, almost all manufacturer lineups include small and mid-sized machines, such as Honda’s Shadow, Yamaha’s V Star 250 and Kawasaki’s Vulcan S 650.

Sportbike
There was a time when sportbikes were a type of motorcycle you advanced to, rather than began with. Today, several sportbike models are designed for less-experienced riders.
Example shown: KTM RC390
Built for: Speed and handling
New rider pros:
• Light weight and ease of handling.
• Exciting styling appeals to many.
New rider cons:
• Choose very carefully. Many sportbikes are high-powered road rockets that demand the highest levels of motorcycling experience to ride well and ride safely.
• Engines are often tuned for higher rpm power delivery.
• High insurance costs reflect relatively high repair costs.
• Performance-oriented models require relatively higher maintenance.
Growing options: This segment has exploded in recent years with smaller models that combine sportbike looks with beginner-friendly power, ergonomics and cost. In addition to the KTM RC390, other models are the Kawasaki Ninja 250R and 300R, the Yamaha R3 and the Honda CRB300R.

Dual Sport
Although a small segment of the motorcycling community, dual sport is growing in popularity, particularly among those with dirt bike experience from when they were younger.
Example shown: Honda CRF250L
Built for: Riding on and off road

New rider pros:
• Light and nimble
• Versatile so you can gain experience and explore a range of roads and terrain
• Built to be tough enough for the trails but comfortable on the road
• Relatively inexpensive and cheap to insure
New rider cons:
• Relatively high seat height
• Niche styling and engineering might not appeal to all
• Limited range and cargo capacity
• Ergonomics aren’t long-ride friendly
Several options: Yamaha, Kawasaki and Suzuki all offer beginner-friendly dual-sport bikes, while more performance-focused brands such as KTM and Beta offer slightly modified versions of their off-road race bikes in street-legal trim.

Adventure Tourer
The touring and adventure segments have evolved significantly in recent years. There are dedicated touring bikes with large fairings and ample luggage, sport touring models that integrate sportbike design and performance, and adventure bikes that offer both off-road capabilities and long-ride comfort. Think of adventure tourers as adventure bikes’ city cousins. Even better for new riders, they come in a range of sizes.
Example shown: Kawasaki Versys 650
Built for: Exploration and long rides
New rider pros:
• Comfortable with good weather protection
• Designed for luggage
• Nimble handling
New rider cons:
• High seat height
• Some models can be pricey for a first bike
Few new-rider options: Some bikes in the adventure tourer category (such as Yamaha’s Super Ténéré, BMW’s S 1000 XR or Suzuki’s V-Strom 1000) reach for the pinnacle of motorcycle technology, design and price. Even some mid-range bikes in this category can be expensive. For a cheaper, although more dual-sport oriented, alternative, consider Kawasaki’s venerable KLR650.

Scooter
Arguably the easiest-to-ride two-wheeled motorized vehicle, scooters are fun, practical and inexpensive.
Example shown: Piaggio Fly 150
Built for: Urban transportation, practicality
New rider pros:
• Fully automatic. There’s no clutch or shifting required.
• Amazing fuel mileage — over 100 mpg for some models
• Fair amount of storage
• Small and easy to park and store
• Decent wind and rider protection
New rider cons:
• Limited comfort range and most are definitely not highway friendly
• Small wheels can be “darty”
• If your intentions are to move to a full-sized motorcycle soon, your scooter skills may not fully transfer
Several options: In addition to specialty brands, such as Piaggio, Honda, Yamaha and Suzuki offer scooters as small as 50cc. Larger options, such as Suzuki’s 650cc Burgman, are capable long-distance mounts.

One Crazy Alternative
In 2014, Honda brought the 125cc Grom into the United States. The bike looks likes something out of an anime cartoon — which is a very good thing! It’s a small standard crossed, in many ways, with a Honda CRF trail bike. It’s designed for three things: fun, fun and fun. It just happens to be street legal and thanks to its light weight and small engine, it gets amazing fuel mileage (around 100 mpg, allegedly). You’re not going to tour on it. You’re not going to carry any groceries on it. You’re not going to win any races on it. But you just might never stop riding it…
For more info http://www.americanmotorcyclist.com/Story/six-types-of-motorcycles-for-new-riders

By Rick Minter/ Andrews McMeel Syndication

It isn’t every day that a driver climbs from his car in Victory Lane and thanks the people in the track’s infield care center, but Brad Keselowski did just that after winning Sunday’s Folds of Honor QuikTrip 500 at Atlanta Motor Speedway despite being sick all weekend.

Keselowski came down with the stomach flu Friday night at AMS and wound up losing six pounds in a 10-hour period. He ran only a few laps of practice on Saturday, with Xfinity Series teammate Austin Cindric doing most of the driving on Saturday.

He was treated at the care center on Saturday and made another trip Sunday morning, but once the race started, he appeared to be in good shape for racing.

“I wouldn’t have made this race if it had been yesterday,” he said. “I was nowhere near good enough. But thankfully, the team here at the care center helped me out. They pumped me with a couple IVs and got me as good as I could be for the race.”

Keselowski also thanked his wife, Paige, who also had the flu but still tended to her husband and their daughter, Scarlett, who somehow escaped the illness.
“That’s mom power right there,” he said. “So she’s kind of the rock star as far as I’m concerned.”

Keselowski’s victory was significant for other reasons. It was the first in Cup for the new Ford Mustang, and it was his 60th major win since joining Team Penske in 2010. That broke a tie with the late Mark Donohue for most wins by a Penske driver. Keselowski has won 33 Cup and 27 Xfinity races aboard Penske cars.
“I’m still in a little bit of a daze,” Keselowski said in his winner’s interview. “It was a long, tough race. … I think it’s certainly a really big day for us, one that I’ll reflect on for a long time.”

After starting 19th in Sunday’s race, Keselowski steadily worked his way forward, overcoming a problem with a jack on one pit stop and an overheating engine due to trash on the grille of his car. He got his biggest break on the race’s final caution period, which fell with 52 laps remaining and during a round of green-flag pit stops. Keselowski wound up being one of three drivers on the lead lap, thanks to being the free pass driver.

Once the green flag flew on Lap 283, Keselowski’s teammate Joey Logano took the early lead, but Keselowski motored by him on Lap 293 as Logano was struggling with tire problems that led to an unscheduled green flag pit stop and relegated him to a 23rd-place finish.

From that point on, Keselowski’s biggest challenge came from eventual runner-up Martin Truex Jr., who closed to within a couple of car lengths at the finish. Kurt Busch took third place over Kevin Harvick and Clint Bowyer.

Keselowski said he wasn’t sure he could outrun Truex, who was looming large in his rear-view mirror in the closing laps.

“I saw him coming with three to go,” Keselowski said. “I thought: ‘Uh-oh, I don’t know if I’m going to be able to hold him off.’
Truex maintained in his post-race interviews that the lapped car of Ricky Stenhouse Jr. cost him a shot at victory.

“The 17 [Stenhouse] rode there in front of us forever and ever, running the bottom, and I kept telling him I needed the bottom, and these cars are just so bad in dirty air that he was holding me up really bad,” Truex said. “Once I got around him, I got to the 2 car [Keselowski] in two laps. I just needed one more.”
The new lower horsepower/higher downforce rules seemed to help even the playing field at Atlanta, as several underdogs showed good speed during the race.
Rookie Ryan Preece and his teammate, Chris Buescher, ran among the top 10 for much of the race. Buescher finished ninth, but Preece was involved in a late crash on pit road, ending his strong run.

Preece said he looked down at his tachometer to be sure he wasn’t speeding and rear-ended the No. 52 of B.J. McLeod. The impact led to an injury to a member of Buescher’s crew. He was transported to a local hospital.

Another rookie, Daniel Hemric, had a top-five finish in sight until a late pit stop for a flat tire relegated him to a 20th-place finish.
“That is the kind of race cars we have to have at the race track every week to give ourselves a shot,” Hemric said. “It was fun to drive, fun to pass people, and I look forward to next week.”

Kyle Larson had one of the fastest cars in Sunday’s race, leading a race-high 142 laps, but he was unable to overcome a late penalty for speeding during a pit stop and wound up 12th.

PHOTO CAPTION: Brad Keselowki celebrates his win at Atlanta Motor Speedway in the No. 2 Ford Mustang for Team Penske. Sean Gardner/Getty Images for NASCAR

By Rick Minter / Andrews McMeel Syndication

After running the Daytona 500 — under rules that likely won’t be used again anytime soon — NASCAR’s Monster Energy Cup Series heads to Atlanta Motor Speedway this weekend for the first points-paying race to be run under a radically changed rules package.

The new package, which features less horsepower and more downforce, was used in last year’s All-Star Race at Charlotte Motor Speedway to positive reviews from most observers, who felt the racing on that intermediate-length track was closer than under the previous rules.
One difference this year is that engine power will be reduced through the use of a smaller tapered spacer on the intake manifold. The goal there is to reduce horsepower from around 750 to about 550.

Rules will vary from track to track. At Atlanta, the cars won’t have aeroducts that transfer air to the side of the car away from the front tires — a feature that will be seen at several other tracks.
Other changes include a taller rear spoiler, which will now measure 8 by 61 inches. The front splitter will be larger, with a 2-inch overhang, and the radiator pan will be wider, all of which should increase downforce.

The changes take the aero rules in the opposite direction from recent seasons, when specifications were tweaked to decrease downforce.
Martin Truex Jr. said in a team release that even though the new package has been tested, most recently at Las Vegas Motor Speedway, there still are a lot of unknowns.

“This weekend is going to be exciting for the fans and everyone involved,” he said. “We have an idea of what to expect with the new aero package, but no one has really gotten a chance to experience what it’s like with 40 cars on the track.
“Regardless what package we run, Atlanta is still going to be Atlanta. The asphalt is old and worn out, so it’s going to wear out the tires and you aren’t going to be able to hold it wide open the entire run.”

Austin Dillon said in his team’s release that he believes the new rules will make racing on an intermediate track more like what fans are used to on the restrictor-plate tracks at Daytona and Talladega.

“You’re going to have to be really smart at making your moves on the racetrack, because when you make them, you better clear people,” he said. “If you pull out of line at the wrong time, you’re going to lose more than just the spot you tried to gain. You’re going to lose two or three spots. You’re going to have to complete passes and be aggressive when you do.”

He added that the draft, a big factor at Daytona and Talladega, will now come into play on the shorter tracks.

“You have to be very calculated about your moves and learn what the draft is going to be like because this package is different than the package we’ve been running, and the draft works differently, so you’ll have to find different places on the track where you can gain momentum and speed,” he said.
Dillon agreed with Truex that Atlanta’s badly worn asphalt will add an extra element to the race.

“Atlanta Motor Speedway eats tires,” he said. “You’re going to have to be on and off the throttle, keeping up with the track.
“There’s still going to be a lot of driving and working on your car throughout the race to get it better. You’re going to have to change your lane a lot. The person that can stay on the gas the longest is probably going to win.”

PHOTO CAPTION: Kevin Harvick and his No. 1 Ford led 181 laps at Atlanta last year, but a new aero design on the cars could draw the field closer together.Jerry Markland/Getty Images for NASCAR