Automotive

Bricks And Bones: Chapter 9: A Wide Face

Bricks And Bones: Chapter 9: A Wide Face 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.
Chapter 7: Speedway Legends here.
Chapter 8: Barrel Roll here.

Years ago, there was a movie starring David Bowie called Merry Christmas, Mr. Lawrence. In addition to starring Bowie, Tom Conti, and a bunch of other people, the main antagonist was played by Ryuichi Sakamoto. In the reviews, Ryuichi Sakamoto was referred to as “Japan’s David Bowie,” because, like Bowie, he was a musician and composer who was just getting into acting. One of the people interviewed about the movie, a Japanese film journalist, described Sakamoto as “having a wide face.”
It would seem this is a Japanese term meaning, roughly, that the person is very famous.
As I looked down from my perch in the press building at Takuma Sato in the winner’s circle, all huge smiles and waving, my first thought was, “Takuma Sato now has a very wide face.”
Neck & Neck
It was a very enjoyable, thrilling, and fascinating race. Sato, or Taku or Taku-san as his fellow racers call him, became the first Japanese driver to ever win the Indianapolis 500. He did it with style, grace, and astonishing amounts of speed. It some ways, this was rather surprising. Sato has been a fixture on the IndyCar circuit for a while now, and before that, on the Grand Prix circuit. He had only won a single IndyCar event. He was, and how can I put this diplomatically, a bit of a nutcase. Sato was known for being brave and quick and seemingly fearless. He was also known for taking chances and trying gonzo passing maneuvers that rarely worked, usually taking out one or more competitors in the process.
Towards the end of this year’s 500, he was at the front of the field. And in the final laps, it boiled down to a two man race between Sato and Helio Castroneves – three time Indy champion and former Dancing With The Stars winner. Castroneves, a Brazilian, is outgoing, effusive, and animated to an extreme. Most Brazilians have that rep, but Castroneves is like that on top of your usual Brazilian ebullience. He is also a racer. Always fast and competitive, Castroneves races with a flair and style on top of his outright speed that makes him highly entertaining to watch. When he wins, he is known for climbing out of his car and scaling the nearest catch-fence, pumping his fists, and screaming for joy at the fans.
Takuma Sato moments after winning the 101st running of the Indianapolis 500. Photo: Chris Owens.
Hot Laps, Hot Mic
With just a handful of laps to go, it was either going to be Taku-san or Castroneves. Either way it was going to be history-making. If Sato could do it, he would be the first Japanese winner. Indeed the first Asian, period. If it was Castroneves, he would join an elite group of racers who have won the Indy 500 four times. In 100 Indy 500s, only three men have won four times: A.J. Foyt, Al Unser Sr., and Rick Mears. So no matter what happened, this would be historic.
Or, Sato would go all gonzo again and crash and take both of them out. Or Castroneves would let passion drive his right foot and crash and take both of them out. Neither of those happened, thankfully. Castroneves tried a couple of moves on Sato going into one, but none of them worked. And down the straights, Sato’s Honda-powered Andretti Racing entry had more speed than Castroneves’ Chevy.
As he took the checkers, Sato, wanting to share his joy and thank the team, keyed the radio button on his steering wheel. Unfortunately, it was not the “closed channel” button to just Michael Andretti and the rest of the team. It was the “open broadcast” button and it was sent out to the entire world.
Sato was screaming like a kid at Christmas who just got every toy in the catalog. Although he is rather outgoing and known for having a huge grin continually plastered on his face, this was Sato in a full joyous explosion of sentiment. At the awards banquet later that night, Tony Kanaan, a former teammate of Sato’s, and a Brazilian only slightly less outgoing than Castroneves, announced he had already downloaded Taku-san’s on air celebrations as the Sato-specific ringtone on his phone.
Photo: David Yowe.

Nice Guys Finish First
The rare thing about Sato is how all the other drivers seem to genuinely like the guy. Everybody, even Castroneves who desperately wanted win number four, seemed just as happy as Taku-san was. I heard more than once, from journalists, team owners, mechanics, and fellow racers that “it couldn’t happen to a nicer guy.” And they were all sincere. And they were all right. Takuma Sato is just one of those nice people you run into a few times each day, only he happens to be a racer, and now a winner of the Indy 500.
Given the Japanese society’s predilection for popularity, fads, and expansive love of fame, everyone said Japan was going bonkers within moments of the news. And Taku-san pretty much lost it on the podium. The traditional drink of milk from an old-time glass bottle was four huge swallows, followed by dumping the remaining contents directly onto his head while grinning and laughing. It was the image of the race. It perfectly captured how Takuma Sato felt. At that moment, I had a mental image of his face on billboards in Tokyo and Nagoya and such. Huge grin. Unbridled delight.
“Taku-san now has a very wide face,” I thought.
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: Shawn Gritzmacher.

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Dallas Organization Addressing Transportation Woes For Low-Income Individuals

Dallas Organization Addressing Transportation Woes For Low-Income Individuals

I often take my personal vehicle for granted because automobiles in my line of work are so common. I think nothing of it as I jump in my vehicle to run errands, attend meetings, and go see friends. I think nothing of it when, during an auto show, I visit with consumers about trim packages and performance capabilities of a particular model.
However, this is something Josephine Castillo, a Dallas area resident, is not accustomed to. Lacking the freedom reliable transportation provides is a battle she knows all to well.
Empty Nest
Castillo is bright and bubbly, chatting with me one sunny afternoon as she clocks out from her job at a nearby call center. While she is proud of her long history in customer service, the self-described “parenting, grandparent” speaks with a particular warmth regarding the four grandchildren she is now raising; ages 10, 8, 3, and 4. Castillo derives strength from them, especially as she finishes her bachelor’s degree in Christian studies through Grand Canyon University.
“I am the first in my family to attend college, so there is a lot of new beginnings here, but I was nervous when I started,” she said. “I dropped out of school growing up, and even though my mother tried to keep things together as best she could, I still had a broken home.”
Castillo then recalls her battles with empty nest syndrome in 2013, an event sometimes experienced by parents when their children leave home for the first time. Despite her best efforts, she fell into a deep depression which later lead to the loss of her job, car, and residence.
“I don’t know, I guess it just hit me really hard,” Castillo said. “I got so sad I just couldn’t get myself out of bed.”
To make matters more pressing, by the time 2014 arrived, Castillo was now, through a series of difficult circumstances, the primary caregiver for her grandchildren. Little by little, she climbed her way out of debt.
“I was on the train, on the bus, going to work, taking the classes to become a certified adoptive parent, and taking the kids to daycare,” Castillo recalled.
On the Road Lending’s car loan program helps clients who need affordable, reliable cars – one of the most essential components for building a strong life. Photo: John B. Sutton, Jr., Sutton Photography.
Limited Access, Maximum Stress
When Castillo was volunteering with the Salvation Army, she learned about On the Road Lending, a Dallas-based organization that provides affordable loans for reliable, late-model cars. Although Dallas has a substantial mass transit system, especially in terms of light rail, less than 15 percent of the jobs in the area are reachable through it. In Dallas County alone, where On the Road Lending is located, 68 percent of households have subprime credit, about 550,000 families. Furthermore, about 10 percent of the vehicles (around 489,000 cars) in North Texas have failed emissions testing, and are predominantly registered to low-income families.
“Access is critical to everything in life. We have to get to our jobs, get our kids to school, go to the store, get to the doctor, or see friends,” said Michelle Corson, Founder and CEO, On the Road Lending. “If you are trapped without a reliable car or you are trying to make mass transit work, it creates a tremendous amount of stress.”
In 2015, The Atlantic penned a commentary about how mass transit is failing those who need it most, from mechanical problems and fare increases, to excessive wait times and limited access. Those resolved to using public transit often combat these shortcomings daily. Corson, with her finance background, created On the Road Lending to tackle social concerns like this.
“I saw transportation was an issue in Texas, and even though we have the largest mass transit system in the U.S. in Dallas in terms of linear rail miles, very few people use it,” Corson said. “I thought we could provide a way for low-income families to buy a good car if we created an impact investment loan fund where we could enable them to purchase something better at a lower cost.”
Meanwhile, Castillo struggled to get around and maintain life with the children now in her care. One thing they enjoyed most was going to church as a family, but she did not have the luxury of a leisurely Sunday drive. Getting to a morning service was near impossible.
“We might be able to get there on the bus, but maybe not back; or becasue of the particular day a church activity fell on, we could only make it halfway, then have to walk, if we even made it at all,” Castillo recalled. “When we couldn’t be there it really took a drain on us becasue we were missing out.”
On the Road Lending CEO, Michelle Corson (left) is deeply involved with clients. “We are constantly amazed at how resilient our clients are in the face of a lot of adversity,” she said. Photo: John B. Sutton, Jr., Sutton Photography.

Sincere Framework
Through On the Road Lending’s character-based model, Castillo was able to obtain an affordable loan for a 2013 Nissan Quest. It’s reliable with enough room for her grandchildren, but without On the Road Lending, owning such a vehicle would have been impossible for Castillo. Through character-based lending however, she had a second chance.
“Credit scores developed and became a way that lenders could evaluate risk quickly,” Corson explained. “We had a suspicion that credit scores might not be the best predictor of a person’s ability to be a responsible borrower.”
On the Road Lending’s model examines other factors, such as how long a person has been employed or lived at their current residence. The model even covers how willing an applicant is to own their past mistakes, and includes a personal essay as one of the requirements.
“I want to be a person of integrity and a person of my word,” Castillo said. “I used to quit things in a heartbeat; I used to run from things, but I want to set a new example and have a good name.”
Photo: John B. Sutton, Jr., Sutton Photography.

Essential Relationships
Corson was close to the automotive business for 15 years, while Chief Operating Officer, Mary Burnett once owed three dealerships. Both Corson and Burnett leveraged their knowledge of the car business to build a network of dealerships across Texas. One of the most vital is Toyota of Richardson, a large Toyota store in the Dallas/Ft. Worth region which serves about 80 percent of On The Road Lending’s clients.
“They understand what our organization is all about and they are very kind to our clients, which is of the utmost importance to us,” Corson said. “They recognize that our clients don’t have a lot of time to spend at the dealership and that many are very vulnerable.”
When Burnett and Corson first visited Toyota of Richardson, they were impressed with the level of customer service. The dealership is known for its transparency and community roots going back over 30 years. The average employee has stayed there for over a decade, with many pushing the 15 to 25 year mark. After visiting dozens of dealerships in the area, Corson and Burnett took an instant liking to Toyota of Richardson.
“They explained to me their overall mission and gave me some insight into their clients and expectations for partnering dealers,” said Brian Pacheco, Sales Director, Toyota of Richardson. “The program is designed to empower individuals by providing knowledge and encouragement, along with the means of reliable transportation, to better their life and the lives’ of their family.”
On the Road Lending clients are often single parents, domestic violence survivors, immigrants, refugees, veterans, working families, and first-time buyers. Photo: John B. Sutton, Jr., Sutton Photography.
Genuine Involvement
Like Corson and Burnett, Pacheco was also concerned with the number of people who either had a high mileage, unreliable vehicle, or no vehicle at all.
“We are working to provide reliable transportation and quality financing options to individuals that would have previously resorted to “buy-here, pay-here” lots and other situations that result in predatory lending,” he said.
On the Road Lending’s character based-model is a natural pairing with Toyota of Richardson’s sales approach.
“We train our staff on being straightforward and honest, and we pride ourselves in hiring quality people to interact with our customers,” Pacheco said. “The staff here have taken a personal interest in the well-being of On the Road Lending clients, and our salespeople commonly talk about how grateful the clients are and how rewarding it is to be part of the process.”
“We have nothing but good things to say about their entire organization,” Corson added.
Photo: John B. Sutton, Jr., Sutton Photography.
Serenity & Solutions
Currently, On the Road Lending is active in Texas but is potentially expanding to 20 additional markets by 2022. Those who wish to inquire about loans may do so through the organization’s website.
“Very few people understand that transportation is a huge issue for lower-income families,” Corson said. “We are working hard to raise awareness, as well as to provide a practical solution for people that is both immediate and lasting.”
“I had to make some changes in my life but they helped me, they really helped me,” Castillo said. “Having a reliable car has eliminated so much stress, especially for little things like running to the store to get a loaf of bread.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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Bricks And Bones: Chapter 8: Barrel Roll

Bricks And Bones: Chapter 8: Barrel Roll 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.
Chapter 7: Speedway Legends here.

Watching the Indy 500 from my perch in the top floor of the press center was interesting. At first, I was surprised at how professional all the drivers were. They dropped the green flag and they all snarled off into turn one with seemingly little drama.
It was sort of like standing by the barrel of an enormous shotgun that was fired every 40 seconds or so.
Quiet Sunday
For the longest time, the laps just clicked off. Nobody did anything stupid. There were no gonzo dives for the inside, no low percentage moves that were doomed to failure. The racing was just as clean as could be. The first round of pit stops were largely the same way. My spot was directly behind Simon Pagenaud’s pit box and a little off from where Hélio Castroneves was. It was amazing to watch the Penske pit crews do their jobs with flawless precision.
The press center is a four story building right next to The Panasonic Pagoda, the tall timing and scoring tower. The top is a glass box that can easily accommodate 125 members of the press. There are screens everywhere, and we got the direct audio feed from race control so we knew when they’d throw yellow flags, and when they’d go back to green.
About half the press stayed at their desks – long rows of tables with power and data hook ups – either banging away on laptops or staring at the TV feed on the screens. The rest of us were lined up along the windows, watching the cars, now broken up into packs of 8 or 10, blasting down the straight, over the yard of bricks, and into turn 1 doing 230 or so. Then as the cars zoomed out of sight, we would all turn to the screens and watch until they came back around again.
Photo: Doug Matthews.
Airborne Assault
This was our rhythm until, on lap 53, backmarker Jay Howard either drifted up into the gray exiting turn 1, or was pushed up there by Ryan Hunter Reay (it depends on who you ask). He slithered up into the outside wall, then slowly slid back down the track directly into the path of oncoming traffic. The main pack had already blown by us, so everyone in the media center was watching the screens when a minor screw up turned into a very bad day.
Howard’s car, now damaged beyond control in the initial impact, slid back down the track and nearly missed Tony Kanaan’s #10 Honda powered entry. This caused a collective exhalation from the assembled press. But now Howard’s car was pretty much in the middle of the track, grinding to a halt directly in front of the oncoming Scott Dixon who was powerless to do anything but ram Howard at around 225 mph.
Everyone in the press room let out a “ohhhh-ahhhhAAAAAHHHHH-OH!” as Dixon impacted Howard’s car and was flat out launched like a low angle mortar round. Dixon, a highly personable and perennially grinning Kiwi, arced through the air, reaching an apogee of around 25 or 30 feet. Helio Castroneves appeared on the scene doing well over 200 miles an hour, and dove for the last open space, which was directly under Dixon’s car, mid-parabola.
Scott Dixon (front left) in the 101st running of the Indianapolis 500. Photo: Bret Kelley.

Tumble & Fall
Dixon’s car was in a corkscrewing tumble by the time he was on his way down, starting to do a neat full barrel roll as Helio scooted under. His downward arc was a perfect illustration of geometry and physics until all hell broke loose. Dixon clipped the inside catch fence, started to tumble, and came down half-sideways/half-upside down onto the inside wall, directly onto his open cockpit.
This caused the assembled press to fall into what I can only describe as inchoate screaming as Dixon’s car literally ripped itself in half. The press room seemed to explode with monosyllabic gibberish. We were all educated racing journalists. We all knew, usually first hand, what the cost of this sport could be.
Now it was very hard to know where to look. Shrapnel was flying everywhere. The entire rear end of the car – the transaxle, rear suspension, brakes, uprights, wheels, and tires – all sheered completely off and slung back towards the outside wall in a terrifying kinetic twist, narrowly missing oncoming cars. Dixon’s car continued its high speed tumble, each bit of rotation shedding more and more pieces. Finally, the car came to rest, sitting upright, rendered down to the tub, and with the left front suspension and wheel still attached. The engine, which everyone at first thought had been sheered off, had actually been compressed forward by one of the multiple impacts, tamping it fully into the fuel tank, which miraculously remained intact and did not rupture.
As the car came to rest, the safety crews were already rolling up and, astonishingly, Scott Dixon unbuckled his belts and climbed from the cockpit. What can only be described as a roaring silence filled the press room. Had the car rotated another 10 degrees at most, it would have struck the top of the retaining wall flat on, and no doubt torn Dixon apart or decapitated him or both.
Scott Dixon. Photo: Scott Dixon Official Facebook Page.
Miracle In Indy
Our stunned silence gave way to wild urgent question of those closest to you; “what did you see? what did it look like?” As the multiple replays rolled on, everyone was gasping and shaking their heads and muttering to themselves and one another. The replays showed that not only had Dixon really clobbered the inside wall, but his car had grabbed the debris fence like a giant hand, sweeping it aside like a curtain.
Dixon was checked and, somehow, released without any significant injuries minutes after the accident. Miraculous doesn’t even begin to describe this outcome. Every time I see the replay it seems like there are a dozen times Scott Dixon should have died. I looked at an older, grizzled sportswriter standing next to me and asked, “what’s the Powerball lottery up to?”
“What!?” was his incredulous response.
“If I was Dixon, I’d by a lotto ticket on the way home tonight,” was my answer.
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.
Photo: Scott Dixon Official Facebook Page.

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Lamborghini Miura P400, Chassis #3586: The Italian Job Restored

Lamborghini Miura P400, Chassis #3586: The Italian Job Restored Lamborghini Polo Storico has located and certified the Miura P400, chassis #3586.
Keen eyes may recognize it as the original from the opening scenes of The Italian Job.
Back in 1966, Lamborghini was a rather unimpressive sports car manufacturer from northern Italy. They were about as remarkable as De Tomaso or Bizzarrini. Interesting in some respects and horrid in others. That all changed at the 1966 Geneva Motor Show when Lambo rolled out the Miura. At a stroke, the upstart Italian car maker vaulted to the head of the pack. When other manufactures were only making front-engine cars, Lamborghini came out with the Miura, a mid-engine 12-cylinder beast that not only went like the business, it looked like the business.
Week & A Day (Over To The Right)
Everything about it was frightening, impressive or impressively-frightening. The powertrain layout was a marvel of packaging: the four-liter V12 engine was mounted transversely, which made for a remarkably short car that was a nightmare to work on. That same four-liter V12 was notoriously high strung, meaning you had to work on it a lot. That’s why it was tallied in the “frightening” column. The body, designed by stylist Marcello Gandini, was breathtaking; but the chassis engineering resulted in the driver’s feet being mashed a week and a day over to the right.
Lamborghini Miura P400, chassis #3586 from the 1969 film, The Italian Job. Photo: Automobili Lamborghini.
Related: The Circuit Wolf manga comic book series was inspired by this Miura SVR.
Lights, Camera, Action
It gained wide notoriety when it was driven in the opening of The Italian Job movie. Driven by an unnamed, smartly-attired gentleman; graying at the temples, smoldering cigarette nonchalantly dangling from his lips; ridiculously-styled wrap around sunglasses clamped to his face, just belting up the St. Bernard pass in Italy; its siren song V12 engine note echoing off the granite mountainsides until ka-SMASH, it runs headlong into a friggin’ bulldozer and bursts into flames.
The flaming wreckage is then pushed off the mountain road, down a terrifyingly-steep embankment and into the river, silently observed by a cadre of black suited, stone-faced gentlemen. And that’s just how the movie starts.
Lamborghini Miura P400, chassis #3586 interior layout. Photo: Automobili Lamborghini.
Chassis #3586? Could This Be The One?
That very Miura is the car you see pictured here. No, no, not the flaming wreckage one; that was one of two Miuras used in the film. The one here was used in the driving sequences and a previously wrecked one was used for the whole crunching/exploding/ravine tumbling bit. This is Lamborghini Miura P400, chassis #3586, and 50 years later, Lambo found it and gave it a factory restoration.
Painted in Arancio Miura (that would be orange) with white and black leather interior, chassis #3586 has been the most pursued Miura in recent decades. After filming, the car all but disappeared, or at least it went unnoticed. Perhaps this was “the same Miura used in The Italian Job,” was overheard at club meets and such, but #3586 became “just” another cool older Italian sports car. As interest picked up, enthusiasts and collectors got into the hunt. The car was finally found in The Kaiser Collection of Vaduz, Liechtenstein. The Kaiser Collection contacted Lamborghini Polo Storico, the in-house research and rebuild outfit, to verify it was actually the car from the movie.
Lamborghini Polo Storico, inaugurated in 2015, is Automobili Lamborghini’s department dedicated to preserving the company’s heritage. Its activities include the restoration and certification of all Lamborghinis produced up to 2001. Photo: Automobili Lamborghini.
Look For The White Headrests
The car was then sent to Sant’ Agata Bolognese where Polo Storico’s work began by examining documents in Lamborghini’s archives. They even went so far as to conduct interviews with enthusiasts and former employees like Enzo Moruzzi, who delivered the famous Miura to the set and drove it in all the shots as a stunt double.
“There was a Miura P400 almost ready on the production line, in the right color, left-hand drive and with white leather interior. It was aesthetically identical to the damaged one and we decided to use it for the film. The only thing worrying us was the elegant white leather seats, given that car had to get back to Sant’Agata in perfect condition,” Moruzzi recalled.
When filming concluded, Paramount Pictures gave the car back to Lambo, who simply prepared it for delivery to its first owner, an Italian from Rome. 50 years later, the white leather seats remain an enduring part of the story behind chassis #3586.
“So, I asked for them to be taken out, replacing them with a set of black leather seats that we used for testing,” Moruzzi continued. “The giveaway was the headrests, which on the Miura are attached to the dividing glass between the driver compartment and the engine compartment, which couldn’t be replaced in time. In the film, you can see the original white headrests.”

Anniversary Celebration
Lamborghini Polo Storico did a nut and bolt, ground-up restoration on chassis #3586, just in time for the 50th anniversary of The Italian Job. What a lovely coincidence, no? Lamborghini was good enough to give us a raft of very pretty pictures of this very pretty, and very memorable car. Here, have a look.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Miura P400, Chassis #3586 Gallery

Photos & Source: Automobili Lamborghini.

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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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