Automotive

Letter From The UK: The Passion Returns

Letter From The UK: The Passion Returns

Imagine, if you will, a solitary man sitting slumped at the bar of a dark, depressing dive. Further along, an unshaven bar man stands despondently polishing a glass, wishing the guy would leave so he could close up early. Instead the man raises a finger and gestures for another shot. Silently he sits, sadly weeping over his lonesome drink. This is a man who once bought not one but two Italian cars.
I know this man. This man is me.
The Bad Old Days
Italian cars of the past had all the attributes of a practiced vamp: hugely desirable and ruinously expensive. My first, back in the 20th century, rusted away in real time. You could see it happening. My second 21st century car, bought new, ate front tires like doughnuts and developed mysterious electrical problems within months. After these experiences I vowed never again to buy a car that had any Italian DNA.
Fiat 124 Spider
All that is now gone; like a man waking from a deep narcoleptic sleep brought on by a whole series of dull, dispiriting cars designed to suck the vitality out of gearheads the world over, I am again in love with an Italian cutie. That’s right, you’d think after two horrendous experiences, I would learn from my past errors of judgment yet I am once again smitten: but it’s okay, truly, because the diminutive Fiat 124 Spider may have Italian ancestry but is in fact hardly Italian at all.
Essentially, it is a Mazda MX-5 Miata in a designer Italian frock. Instead of being built by Mediterranean types, the 124 Spider is built by the Japanese on the same production line as the MX-5 Miata. Scratch a Japanese car worker and he will bleed precision, I hear.
Photo: DriveWrite Automotive.
Comparing & Contrasting
Certainly the 124 Spider I am driving at the time of this writing is very well assembled. The bodywork is pure Italian design with no panels carried over from the Mazda. Under the hood, there’s a Fiat 1.4 liter engine which, unlike the Miata motors, is turbocharged. The MX-5 is offered here in Britain with either a 1.5 or 2.0 liter normally aspirated engine, as Mazda eschews turbo-charging, preferring a different approach to power.
I have driven both variants at length and found that, although a blast on tight, twisting country roads, it is necessary to keep the revs right up to get the best from the engines. Let it fall below 3,000 rpm and everything goes a bit flat. The Fiat engine is altogether quicker to respond I found, and power comes in smoothly once the turbo is spinning. Thus it isn’t necessary to work so hard to make brisk progress.
To me, the 124 feels a little more softly set-up in that the MX-5 steering responds perhaps a tad more instantly and sharply to driver input, although I suspect most people wouldn’t notice much difference. What both cars do in equal measure is bring back that passion for driving, however.
Neither brand is particularly quick as it takes over seven seconds to reach the benchmark 62 mph (100kph) but straight line speed isn’t the point. Once settled into the low slung and just about perfect laid back driving position, my firm buttocks only inches from the road, it feels quick. If you want to go really fast get a Veyron; if you want to have a smile every quarter mile get a Fiat 124 Spider.
Photo: DriveWrite Automotive.

Post Script
On balance, I prefer the 124 Spider based predominantly on the looks but also with a nod to the feisty little engine. Prices here in the UK are broadly similar and of good value. The value thing is important because folks who love driving will also love that these cars are very affordable, economical, and reasonably cheap to maintain. So after weeks of ubiquitous SUVs, and temperate family hatchbacks that leech your automotive soul away, it is great to experience a bit of hot-blooded passion once again.
I have to remember that I am, above all, British and therefore not given to overt displays of excitement or emotion or the wearing of Armani, but even this jaded Johnny English could feel the red stuff stirring as the Spider snapped into the corners with aplomb.
Favoloso!
Love is a fickle thing. I’ve just checked my diary and noticed that soon I will have the pleasure of the company of another personal favorite, the newly revised Subaru BRZ for a whole week. Will the Italian passion fade like a holiday romance? Watch this space.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: FCA US LLC.

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2017 Toyota 4Runner 4X4 TRD Off-Road Premium Review

2017 Toyota 4Runner 4X4 TRD Off-Road Premium Review

Families who want to get away from civilization won’t find a better vehicle than the Toyota 4Runner. Upgrade to the 4×4 TRD Off-Road, and you can get it done with a bit more attitude and comfort than the standard model. It’s a rare breed that doesn’t fit the typical SUV/crossover mold. It will thrive in mud, snow, dirt, and steep, rocky adverse terrain.
If it sounds too rugged for you, think again. This weekend, we drove the 2017 Toyota 4Runner 4×4 TRD Off-Road Premium. It was as comfortable as it was capable.
What’s New For 2017
The Toyota 4Runner carries over with minimal changes for 2017. The Trail and Trail Premium are renamed TRD Off-Road and TRD Off-Road Premium, and the TRD Pro Series is available in three additional colors.
Features & Options
The 2017 Toyota 4Runner 4×4 TRD Off-Road Premium ($39,295) comes with lots of standard features. It comes with skid plates, fog lights, a backup camera, keyless entry, five 12-volt power outlets, and a 120-volt AC power outlet. Stepping up to TRD Off-Road adds some serious off-road goodies in the form of a locking rear differential, wheels that are 0.5 inches wider, and a crawl control function.
Premium variants of the TRD Off-Road get power-adjustable and heated outside mirrors, premium vinyl upholstery, navigation, and an auto-dimming rearview mirror. Our tester came with the optional KDSS suspension ($1,750), roof rack cross bars ($185), and sliding rear cargo deck ($350). The power moonroof with a sunshade makes for a nice touch too.
Total MSRP including destination: $43,922.

Interior Highlights
Families are choosing the Toyota 4Runner for the kids’ sporting events, school activities, and runs to the grocery store and shopping mall. Even though it looks rugged and has the ability to get you away from civilization, the interior offers a comfort zone for families to travel in relaxation. The top-trim TRD Off-Road Premium offers a soft side that doesn’t match the 4Runner’s aggressive exterior and off-road character. The cabin is attractive and comes with easy-to-clean premium vinyl upholstery, heated front seats, and a power sliding rear window.
The dash is nicely arranged and the instrument panel is simple and easy to read and understand. The view from the driver’s seat is commanding becasue the 4Runner sits up higher than the average SUV and crossover. The disadvantage is that it’s harder to get in and out, unless you get the optional running boards. An extra 3 inches of step-up height is the price you pay for extra rock and ground clearance. The standard reverse camera is also a plus because rear visibility is limited.
There’s enough head and legroom for taller adults up front, and the rear seats offer similar headroom. There is a bit less legroom in the backseat, but tall passengers still fit easily. The large cargo area is quite functional, and the rear seatbacks fold flat. It’s easy to pack the sizable cargo hold with 88.8 cubic feet with the seats down, and 46.3 cubic feet with the seats up. The cargo area is quite versatile, especially when equipped with the optional sliding rear cargo deck.

Engine & Fuel Mileage Specs
The Toyota 4Runner is powered by a 4.0-liter V6 engine, producing 270 horsepower and 278 lb-ft. of torque. It’s mated to a five-speed automatic transmission and rated to tow up to 5,000 pounds. EPA fuel mileage estimates are 17/20 city/highway and 18 combined mpg.
Driving Dynamics
The 4Runner’s real strength lies in its ability perform off-pavement. It’s designed for families who want to get in the back country and away from civilization. 4Runner is a rare breed – its body-on-frame construction gives it a ruggedness and tolerance for extreme off-roading. While many families might not take their SUVs off-road, they may want a tough vehicle that will handle extreme weather. This one offers a level of safety and confidence that most crossovers won’t when the going gets slick and icy.
The drawback is fuel mileage suffers with the extra weight, and it won’t corner like a typical family crossover.
However, The 4Runner does have descent pick-up when you need the power for getting up to highway speeds quickly. It also has enough climbing power for traveling up long grades and getting over the mountain passes at altitude. It’s not the most powerful engine in the class, but it gets the job done in most driving situations. Throttle response is smooth and continuous, and the five-speed automatic transmission shifts seamlessly. Although, we did wish for another gear as we traveled up I-70 into the mountains at altitude.
It’s stable in the corners, but it does have body lean because of its extra ground clearance. For those wanting a true off-road vehicle, the 4Runner comes with part-time four-wheel drive, crawl control, active traction control, and a rear locking differential. Our tester came with the optional KDSS suspension that automatically disconnects both stabilizer bars when maximum articulation is needed. We could see this being beneficial for families during the winter.
Conclusion
The 2017 Toyota 4Runner 4×4 TRD Off-Road Premium is comfy inside, with enough room for growing families and their cargo. While the 4Runner is well suited for weekly activities, the real strength of this SUV is its off-road and all-weather prowess.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota 4Runner Gallery

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2017 Toyota 4Runner Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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2018 Ford Expedition: Towing Tech To Ease Stress

2018 Ford Expedition: Towing Tech To Ease Stress

As spring turns to summer, it’s always exciting to think about family vacations, trips to the lake, outings to the race track, and the like. Ford Motor Company is a fan of summer getaways too; the automaker has spent time recently highlighting the 2018 Ford Expedition, saying it’s the ultimate SUV for summer fun.
“Warmer weather has families longing for outdoor adventures, and the all-new Expedition provides generous space, connectivity, and smart new technology for the trip,” said Craig Patterson, Ford SUV Marketing Manager.
Towing Tools
Ford is focusing (see what I did there) specifically on the Expedition’s class-exclusive Pro Trailer Backup Assist. The technology makes it easier to maneuver a boat or otherwise large trailer via a knob design. Towing a trailer can create additional anxiety so Ford developed a tool to combat that. In fact, more than 50 percent of Expedition customers place towing at the top of their list, with 15 percent towing either weekly or monthly.
With Pro Trailer Backup Assist, drivers maneuver their trailer with the control knob while the Expedition steers its wheels and limits overall speed accordingly. Ford says the design reduces stress and can prevent the mistakes commonly associated with backing a trailer. When paired with the Expedition’s towing prowess, the automaker believes a winning combination is had.
“With best-in-class towing capability of 9,300 pounds and available Pro Trailer Backup Assist, you can spend more time on the water rather than struggling to back up and launch your boat,” Patterson said.
Performance & Technology
Ford is utilizing their popular and powerful 3.5-liter EcoBoost for the 2018 Expedition. The engine is standard with Auto Start-Stop and a new, class-exclusive 10-speed automatic transmission. A newly available electronic limited-slip differential on models with Intelligent 4WD improves off-road capability by sending power where it’s needed most.
The 2018 Ford Expedition also features wireless charging, a Wi-Fi hotspot that supports 10 devices, and a rear seat entertainment system that allows passengers to view their home cable channels in the vehicle. An advanced cargo organizer consists of an adjustable shelf to store and protect items. Expect to see the vehicle this fall at Ford dealerships.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Photos & Source: Ford Motor Company.

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Bricks And Bones: Chapter 7: Speedway Legends

Bricks And Bones: Chapter 7: Speedway Legends Tony Borroz attended the 101st Running of the Indianapolis 500 on Sunday, May 28th, 2017. This series, Bricks And Bones, explores the cultural significance, endearing legacy, and the nitty-gritty phenomenon of The Greatest Spectacle in Racing.
The prologue of this series here.
Chapter 1: Real Wrong here.
Chapter 2: St. Elmo’s Fire here.
Chapter 3: The Quiet Racer here.
Chapter 4: Hang Ten here.
Chapter 5: Female Perspective here.
Chapter 6: The Fearless Spaniard here.

I have a friend, Bill Healey, and in so many ways, all this is his fault. I met him over a decade ago when he was starting up a Motorsports sponsorship company and needed a writer. At that time, I was only a writer when it was needed. I worked on corporate communications and designing computer games and stuff like that. But, I did know how write, and I did grow up in a car and racing family, so why not give it a try?
And that’s how Bill and I became friends.
Under The Bridge
For years Bill, a native of Speedway, Indiana who has attended the 500 every year of his life, was haranguing me to come out and see the race. This year I was finally able to do it, but one of the large measures of charm and fascination was being around the track and Speedway and Indianapolis with Bill. And yeah, sure, the racing conversation was flying fast at almost every hour of the day, but it was the constant running commentary about everything else that supported racing here in Speedway that was so fascinating.
On Thursday before the race, we were driving around the track in Bill’s car, and he was keeping up a running commentary, only about 10% of which I expected.
“Right here,” Bill said, pointing to a nondescript portion of the back stretch. “This is where that walk-over pedestrian bridge was. That’s right where Vuky (the old timers’ nickname for Bill Vukovich, two-time 500 winner) died. He got thrown off the track and ran into the abutment for the bridge . . . that was right in front of me.”
Bill Vukovich in the #4 Hopkins Special (KK500C/Offy) at the 1955 Indianapolis 500. Photo: Indianapolis Motor Speedway.
Fond Memories
“See all the turn three stands? There used to be a big grove of oak trees there. Me and my brother-in-law and so and so used to know the farmer that owned the land. It was great squirrel and rabbit hunting there. But then they built up the stands there and tore out all the treas. Damn race track,” Bill said with a laugh.
He loves racing more than anything and would gladly give up squirrel hunting for it.
Driving around the town of Speedway was much the same. It was a constant stream of stories from high school: “I dated so and so that lived in that house. She was really cute, great kisser too,” he said with a gleam in his eye that only a 70 year-old-man with a fond memory could have. “That’s where Clint Brawner lived. He used to park the race cars in his front yard before the race,” or “I saw George Bignotti filling up his car, a brand new Buick, at that old gas station.”
It was that growing sense of background radiation this town has, and that Healey conveyed that makes Speedway so enthralling. For a race fan like me, it must be like living in Cocoa Beach, Florida for a space exploration fan. Every where you look is something, big or small, that you either directly know about or influenced stuff you heard about as a racing fan. For example, Bill and I were driving down Georgetown Road (Indianapolis Motor Speedway is located at the corner of 16th and Georgetown Roads) and he was pointing to the empty stretch of fields now bordering the track: “That was the Johnson house, and right there was Long’s, and that was my grandparents’ house,” pointing to a spot in a field, now a parking lot every Memorial Day weekend.
“That was the house they sold to Mario?” I asked.
“Well, Clint Brawner, yeah, but he got it for Mario.”
Mario Andretti in the #2, STP Oil Treatment, Hawk III, Ford is pictured at the Indianapolis 500 in 1969. Andretti would later go on to win the race. Photo: Indianapolis Motor Speedway.

With Every Fiber
Brawner was an old school car builder/team honcho. He used to wrench for the great A.J. Watson, but then struck out on his own and ran teams at the 500. In 1965, Brawner hooked up with this new hot-shoe from Nazareth, Pennsylvania named Mario Andretti. Mario and Bill met when he was moving to his new house, and they’ve been friends ever since.
That’s how it is here, seemingly for everyone, but Bill is a little bit more emblematic than most. This is all personal. Famous racer so and so lives right around the corner. The kid that delivers your newspaper (people still get newspapers on their doorstep around here) also delivers it for a team owner. Your nephew is on the same basketball team with a chief mechanic’s kid . . . it is literally never ending. The Indy 500 isn’t what these people do in May every year, it’s who they are.
This was no better illustrated than when Bill and I were walking through the paddock of the historic Indy car race. There were several dozen old Indy race cars all lined up, waiting to be driven around the track on show laps for the fans. Pre-war Millers and big roadsters from the 50s up to the modern day. As we walked the rows, taking them all in, Bill didn’t mention the races they were in or who drove them. He already knew that by heart. Bill’s information was much more personal:
“Oh yeah. That’s Agabashian’s car. I used to cut his grass when I was in 4th grade. That guy’s mechanic had a kid sister that everybody in high school wanted to date. My friend John drove over his mailbox one Saturday night.”
Car after car, known today as only blurry photos and statistics, Bill Healy knows, and now I do too, as catalysts for things much more personal, much more immediate, and much more lasting.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
*To be continued. Bricks And Bones is an Automoblog original series with forthcoming installments during the days leading up to, and following the Indianapolis 500.
Cover Photo: Indianapolis Motor Speedway.

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Bricks And Bones: Chapter 6: The Fearless Spaniard

Bricks And Bones: Chapter 6: The Fearless Spaniard Tony Borroz is attending the 101st Running of the Indianapolis 500, scheduled for Sunday, May 28th, 2017. This series, Bricks And Bones, explores the cultural significance, endearing legacy, and the nitty-gritty phenomenon of The Greatest Spectacle in Racing.
The prologue of this series here.
Chapter 1: Real Wrong here.
Chapter 2: St. Elmo’s Fire here.
Chapter 3: The Quiet Racer here.
Chapter 4: Hang Ten here.
Chapter 5: Female Perspective here.

He is calm and quiet. Precise in his movements, both in and out of the arena. Fernando Alonso gives the impression of being unwavering and brave. He was all the rage at Indianapolis Motor Speedway this year, having chosen to forgo running at Monte Carlo in a sadly noncompetitive car, and having a tilt at the Indy 500. He’s never run on an oval, let alone raced on one. Yet he managed to be at or near the top of the time sheets for every session he ran and managed to qualify fifth. He has outpaced such Indy luminaries as Juan Pablo Montoya and Marco Andretti.
The international press, lead by a throng of Spanish reporters, were mobbed around him everywhere he went. Last year, there were two Spanish reporters at the track. This year there were 25. Alonso was gracious with the press and even thanked them in a post-race conference.
Concise & Precise
Alonso is twice a World Driving Champion. At the time of his first, he became the youngest ever at only 24. He is quick and methodical, fearless and precise on the track. To win his first championship he took apart The Great One, Michael Schumacher, piece by piece, corner by corner, race by race. A seasoned professional at 24.
In Speedway, Indiana, he carried on in the same manner. He showed no signs of rashness or impulsiveness. Smooth and mistake-free from the moment he rolled onto the track. Comfortable even at the immense speeds this track brings, his style was easy to see during practice: closer, ever closer to the car in front, whether chasing a veteran or an impetuous young gun. Trail them down the main straight. On the rear wing through one. Closer still in the short chute and out accelerating his opponent exiting two. Leaving him as if he had been doing it for years.
Alonso skipped the Monaco Grand Prix in favor of the 101st running of the Indianapolis 500. Although engine troubles would ultimately put him in 24th, the two-time F1 world champion was praised for his driving at Indinapolis Motor Speedway, despite never racing there before. Photo: Fernando Alonso Official Facebook Page.
The Bullfighter
He is the new Belmonte. His suit of lights is fireproof and adorned with the names of corporations. His feet never waiver or shake in the ring. Each corner is a faena. Each pass an estocada. He is unwavering and true. If he can remain unwavering and true he will attain new heights. No Spaniard has ever won the Indianapolis 500, and although this year wasn’t his year, if there is to be a Spaniard to drink milk on this scared track, it will be him.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
*To be continued. Bricks And Bones is an Automoblog original series with forthcoming installments during the days leading up to, and following the Indianapolis 500.
Cover Photo: Fernando Alonso Official Facebook Page.

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Automoblog Book Garage: Porsche

Automoblog Book Garage: Porsche

Even as a child, Ferdinand Porsche displayed an unmatched engineering genius and mechanical aptitude. He was born in the northern Bohemian town of Maffersdorf in 1875, and other than attending a few one-off classes, Porsche did not receive a formal engineering education. Growing up with him would have been interesting, and it’s possible he was the one in the group you designate to go far in life; the one who is later successful to the disbelief of nobody.
Sports Car Showcase
This weekend’s entry in our Book Garage series was published a few years ago, but it’s still relevant today. The title is short, but rather fitting: Porsche, a book full of sports cars, box specs, and fascinating facts, opens the doors a little bit more for fans of the iconic brand.
The book details the Mercedes-Benz Kompressor and Typ S models Porsche originally developed. The pages move through 1938, when Porsche began designing the Typ 64, the catalyst to a lineage of great race cars. The mid-engine Boxster and Cayman, and all the front-engine cars including the 928, 944, 968, and Cayenne are included. Fans of the 911 should know they are in for a treat with this book as well.
Essentially, Porsche is a showcase to one of the world’s most noted and sought after namesakes.
Author

Peter Morgan has a degree in mechanical engineering and is well versed on the automotive industry. He has written since his teens and has established himself as a Porsche authority. He was the Technical Editor of Porsche Post starting 1981, later becoming Editor in 1991. His first Porsche book, Porsche 911 – Purchase and DIY Restoration was published in 1987. To date, he has written 20 titles on all aspects involving Porsche.
Photographer
John Colley’s photography has appeared in car magazines all over the world. Having trained as an industrial photographer with Rolls-Royce aero engines, he made his name initially as a freelance motor racing photographer. Porsche 911s are a passion of his.
Porsche is available through Amazon and Motorbooks.
Porsche Gallery

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Bricks And Bones: Chapter 5: Female Perspective

Bricks And Bones: Chapter 5: Female Perspective Tony Borroz is attending the 101st Running of the Indianapolis 500, scheduled for Sunday, May 28th, 2017. This series, Bricks And Bones, explores the cultural significance, endearing legacy, and the nitty-gritty phenomenon of The Greatest Spectacle in Racing.
The prologue of this series here.
Chapter 1: Real Wrong here.
Chapter 2: St. Elmo’s Fire here.
Chapter 3: The Quiet Racer here.
Chapter 4: Hang Ten here.

Dale Coyne stands in stark contrast to the wisdom of Leo Durocher. He is as nice and personable as nine out of ten Midwesterners you meet, but he rarely finishes last. He is tall and perpetually grinning, seeming tubbier on TV than he is in person. He has a big round Irish face dominated by a huge smile and frequent nodding when he listens. He listens a lot, intently, to whomever is talking to him, whether it’s some awestruck kid or upset racer in his employ.
He comes across as the just the sort of boss you’d want: Fair as the day is long, but tough as an anvil.
Coyne is from Minooka, Illinois, and no, that’s not a joke name. It’s sort of south and west of Chicago, kind of by Joliet (ancestral home of Jake Blues). Minooka is, by sheer coincidence, the home of Nick Offerman, the actor that plays Ron Swanson on Parks and Recreation. In some odd way, Dale seems as if he could be Ron Swanson’s fun friend; the jovial Yin to Swanson’s brooding Yang.
Steadfast Vision
Dale Coyne has been racing since the early 80s and has that air about him of forgetting more about racing than you will ever know. He is, to accurately use the term, a fixture in the series. Dale can do more with a nickel than Chip Ganassi can do with a Ben Franklin. And that is yet another charming facet of Dale Coyne, the racer.
He always can put a team together. He’s money conscious, yes, but no more so than any other team owner. I recall him saying one of the reasons he got out of the first gen IRL, and back into CART, is that at the time, the IRL was all ovals. “There are no small wrecks on ovals,” he said. “Whenever one of my guys wreck, the entire car is totaled, gone, a complete write-off. I just can’t afford to wreck that many cars.”
Another thing Dale has a knack for that everyone in the series admires: He’s a fantastic talent scout. He has this funny ability to find drivers, seemingly out of nowhere and largely unsung, that turn out to be either great talents or fantastic journeymen teammates. Dominic Dobson, Randy Lewis, Buddy Lazier, Paul Tracy, Roberto Moreno, Memo Gidley, Alex Barron, Ryan Dalziel, Cristiano da Matta, Katherine Legge, Bruno Junqueira, Justin Wilson, and Conor Daly all got their start in big time American racing with Dale Coyne. He’s like Sam Phillips at Sun Records, minus Elvis Presley but plus Paul Tracy.
Sebastien Bourdais. Photo: INDYCAR.

Female Touch
This year he’s running Sebastien Bourdais (who sadly crashed out in qualifying), James Davidson (Bourdais replacement), Ed Jones, and Pippa Mann. Davidson is some sort of crazed miracle worker, jumping into Bourdais car with only half an hour of practice under his seat before starting the 500. Ed Jones is, like 86% of Dale’s past drivers, a young up and comer. Pippa Mann, on the other hand, is no stranger to the speedway. She shows up every year and beats about a third of the field in qualifying with little to no practice.
This delights me to no end because it upsets the sclerotic old dinosaurs who grumble out horse manure about “women can’t” and other such chauvinistic crap that should have ended decades ago. My fondest wish is to be sitting in the stands when a woman finally wins the 500, and be sitting right next to one of these dingbats. Watching him faint will be the cherry on top.
Pippa Mann. Photo: INDYCAR.
Calm & Collected
Dale is married to, and I am not making this up, Gail Coyne. She’s as sweet as he is. Short, blond, nods while listening and, even better, is responsible for Sonny’s Barbeque (Dale’s main sponsor for most of this season). I’m not sure if she owns it, runs it, bought or whatever, but she understands barbecue, that’s for sure.
“Have you ever been to Florida,” she asks rhetorically. “Barbecue is like a religion to those people.”
“Like a religion to those people,” I jokingly respond, “shoot, it’s like a religion to me!”
She laughs as we dive deep into the sociology of soul food and barbecue specifically.
Whenever she talks, Dale listens attentively, and vice versa. They make a great couple, Dale and Gail do. They both radiate the same vibe: comfort and confidence. It must be a huge tension reliever to be a driver in that environment. No matter how tense things get, there’s Dale, all calm and cool with a seemingly bottomless well of experience. Even the way he stands seems to say, “don’t worry, I can handle this.”
Dale seems happy and content, because, in a certain way, he already “won.” He’s doing what he loves, has a great life, and Gail by his side. If that’s not winning, I don’t know what is, Leo Durocher’s opinion not withstanding.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
*To be continued. Bricks And Bones is an Automoblog original series with forthcoming installments during the days leading up to, and following the Indianapolis 500.
Cover Photo: INDYCAR.

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Bricks And Bones: Chapter 4: Hang Ten

Bricks And Bones: Chapter 4: Hang Ten Tony Borroz is attending the 101st Running of the Indianapolis 500, scheduled for Sunday, May 28th, 2017. This series, Bricks And Bones, explores the cultural significance, endearing legacy, and the nitty-gritty phenomenon of The Greatest Spectacle in Racing.
The prologue of this series here.
Chapter 1: Real Wrong here.
Chapter 2: St. Elmo’s Fire here.
Chapter 3: The Quiet Racer here.

To me, there are three high holy days on the racing calendar. The first is the Italian Grand Prix. Much like Eskimos having many words for snow, the Italians have their own singular word for racing fan: TIfosi. And Monza, the home of the Italian Grand Prix, is our cathedral where we worship.
The greatest drivers in the world have raced here, and every year the grand prix is a fine Italian opera played out at over 200 miles an hour.
The 24 Hours of Le Mans is next. Held close to the summer solstice every year, it started out as a twice around the clock endurance grind, but now is more like a sprint race for maniacs. This is where sports car racing was perfected. This is where, up until the late 60s, street legal two seaters from Jaguar and Ferrari and Ford and Porsche slugged it out to see who was best over public roads, come rain or shine, day or night, every year.
The last high holy day is the Indy 500. The race is held at Indianapolis Motor Speedway located in the small Midwestern town of Speedway, Indiana. It seems rather simple at first. The track resembles an enormous cafeteria tray, essentially a rounded off rectangle. It is very wide, very smooth, and slightly banked. There are only four turns and all of them are left handers, how hard can it be? As it were, it is very hard largely due to one thing: Speed.
Aerial view of Indianapolis Motor Speedway. Photo: Indianapolis Motor Speedway.
Hurricane Force
A modern Formula 1 car, trimmed out and on a high-speed track like Spa or Monza can hit a top speed of 215 or so. A modern sports prototype at Le Mans can do about the same. A modern Indy car averages over 225 during the race. Averages. The corner entry speeds this year were flickering into the high 230s. The best analogy I have for high speed oval racing – a thing, bizarrely enough, invented by the Italians (okay, Romans) and made famous in the movie Ben Hur – is, curiously, big wave surfing.
Think of surfing, and most people see a place like Banzai Pipeline or Oahu’s North Shore. Pipeline is very Grand Prix like. Technical and fast, with waves in the 20 foot range, breaking directly over a bed of razor sharp coral. Getting it wrong means getting munched in a very spectacular and public way. Racing at Indy is like Waimea Bay. The waves are huge and powerful. Easily over 30 feet and as any surfer will tell you, the bigger the wave is, the faster it travels. If you even catch the wave at Waimea, which means enduring a fear inducing 20 foot elevator drop; you then have to make the bottom turn; a simple graceful arc to your right, or you get eaten alive by literally tons of ocean that cleans you off your board and, if you’re lucky, drives you straight down into the bottom and rolls and tumbles and smashes you for, potentially, the last 50 yards of your life.
Brian Kalama, full-blooded Hawaiian, son of the great Buffalo Kalama, lifeguard at Makaha, and famed big wave surfer put it this way: “the problem with big wave surfing is that when something goes wrong, it goes real wrong, real fast.” And that, in a nutshell, from a completely different walk of life, in 18 words, is racing at Indianapolis Motor Speedway: “the problem with racing at Indy is that when something goes wrong, it goes real wrong, real fast.”
Photo: INDYCAR.

Risky Roulette
The corner entry speeds, not to mention the cornering speeds themselves, are so high, the smallest mistake – being off line by inches, say, or brushing a competitor no harder than two shopping carts bumping – can lead to appalling consequences. Sebastien Bourdais, who I mentioned in an earlier chapter, was off by no more than 18 inches, the distance between your knife and fork on the dinner table, and that was enough to send him into the outside wall like a horizontally thrown lawn dart at 230 miles per hour.
Racing at Indy is so simple, it should be easy, but the speeds are so high that making a 90 degree left turn is like rolling the dice against the devil himself. Now add 32 other speed-crazed mutants with a competitive streak that would make a test pilot blush, very large right feet, and even larger, er, attachments, and the equation of simply keeping up, let alone winning, is magnified ten-thousand fold.
Head Case
This is all done in cars with open wheels and open cockpits whose main structural components are cloth and glue. The buffeting from the wind in traffic is enough to spin you halfway to Oz and back. The levels of grip at the limit are only slightly better than those found on roads outside Anchorage in February. And all the while your head – you know, the part where your brain is kept, the part where all that is you is; all thoughts, all hopes, all dreams, all memories; where all of your fondest desires and deepest fears live – are hanging out in a 230+ mile an hour breeze just waiting to get clocked by someone else’s wheel or tire or shrapnel from a crash that never even involved you in the first place.
That is the Indy 500.
2016 Indianapolis 500 winner, Alexander Rossi. Photo: INDYCAR.
Raw & Relentless
That is just what is at stake, and it will go on for two-hundred laps, turn after turn, for over three hours without respite or let up. There are no time outs. There is no halftime break. There is only the green flag then 500 miles between you and fame and victory and a long drink of cold milk on a fine May afternoon in the middle of Indiana farmland. It is a simple stage with simple rules where all that is True and Good in us vie against all that is False and Poor. This is the Indy 500. And it is Pure and it is Righteous. Hallelujah!
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
*To be continued. Bricks And Bones is an Automoblog original series with forthcoming installments during the days leading up to, and following the Indianapolis 500.
Cover Photo: INDYCAR.

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Bricks And Bones: Chapter 3: The Quiet Racer

Bricks And Bones: Chapter 3: The Quiet Racer Tony Borroz is attending the 101st Running of the Indianapolis 500, scheduled for Sunday, May 28th, 2017. This series, Bricks And Bones, explores the cultural significance, endearing legacy, and the nitty-gritty phenomenon of The Greatest Spectacle in Racing.
The prologue of this series here.
Chapter 1: Real Wrong here.
Chapter 2: St. Elmo’s Fire here.

It’s Thursday, cold and threatening with rain. The immense track is largely quiet, just spots of activity here and there. We wander through Gasoline Alley, all the garages quietly busy with preparations for something happening soon enough. For the first time in a long time, I get a smell of ethanol, sickly sweet, decaying flowers; it makes me inhale deeper.
Apart from Pippa Mann, all long blond hair and a bright smile that seems to be saying “I’m quicker than most of the boys here,” none of the drivers are around.
Until I get to the last garages, and there’s Ed Carpenter.
Hometown Hero
You can tell what Ed Carpenter looked like when he was say, 12: just like he looks now, only shorter. He’s one of those guys that always looks like a kid, and if he didn’t have a day’s growth of beard, you’d think he was a college sophomore. Healey knows him, so we walk right in, and I get introduced and shake. His hands are warm and papery and he clamps down like a flesh covered vice. It’s a hazard of the profession. All race car drivers have a grip strength somewhere right around the bite force of a crocodile.
Carpenter is one of these odd throw-backs to what drivers were like 50 or 60 years ago. He is a local kid, born and raised in Speedway. He has the affect of a Mercury astronaut; quiet, personable, and gives you a feeling that you don’t have to scratch that deep to find a bottomless well of self confidence behind the wheel of a car. His smile is huge and genuine, and sort of reminds me of Mark Donohue; like an honest talking schoolboy who excelled at getting away with practical jokes. Carpenter is the nephew of the Georges (a branch of the track owning Hullman family) so yeah, that did give him a leg up, and opened more than a few doors. But that will only get you so far in the racing business. Sooner or later, you will have to produce, and Ed Carpenter did.
By his own admission, he’s not very competitive on road courses, so he’s turned into a high speed oval specialist. Indeed during qualifying he was the fastest Chevy powered car out there, qualifying 2nd over all.
Photo: Ed Carpenter Racing.
Fine & Dandy
“How’s the car,” Healey asks, the implication being that he is surrounded by Hondas, and the next Chevy is his teammate J.R. Hildebrand four spots back; then even more Hondas and then the first of the mighty Penske-Chevrolet runners, Will Power in ninth.
“Oh good. We’re fine,” he said, and that’s what stops me hard. It’s the way he said “we’re fine,” that I notice. It was a simple and declarative statement, sort of like the response to his favorite color. I have noticed, over the years, there is one kind of driver to watch out for at the Indy 500. Usually, amidst all the hub-bub and noise, among all the racers that are going fast and being interviewed on TV, there will always be a few racers, and usually just one, up there at the front of the pack: head down, quietly going about their business, clocking lap after lap after lap, and doing it quickly.
And with that simple “we’re fine,” I realized Ed Carpenter is that racer.
Photo: Ed Carpenter Racing.

Potential Happenings
I watch him and Healey chatting away as I think to myself, “shoot, this guy’s gonna win the whole thing, isn’t he?” There are no sure things in racing. Never. And although I would not bet, or say unequivocally that Ed Carpenter is going to win this thing, he is suddenly very much in my consciousness. Carpenter could win the Indy 500. He could do it, and it wouldn’t surprise me at all.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
*To be continued. Bricks And Bones is an Automoblog original series with forthcoming installments during the days leading up to, and following the Indianapolis 500.
Cover Photo: Ed Carpenter Racing.

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