Bricks And Bones: Chapter 2: St. Elmo’s Fire

Bricks And Bones: Chapter 2: St. Elmo’s Fire 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.



I was fully intending to write a story on a completely different subject, but St. Elmo’s got in the way. I am, in all honesty, slightly tipsy as I write this. St. Elmo’s is a place that encourages such things. Besides, as Ernest Hemingway famously said, “write drunk, edit sober.”
In 1902, a restaurant and bar opened up in downtown Indianapolis called St. Elmo’s. It is one of those places with overdone booths, lots of paneling, and a mosaic tile floor in front of the enormous bar.
During prohibition the place had to have been a speakeasy. It’s right out of central casting in that respect, and so is the entire staff. Over-dressed in stiff formal shirts, they all seem comfortable and unflappable. Our waiter, Brett, is a comic book good looking fellow – graying at the temples, 1,000 watt smile, consistently personable – and a fantastic waiter.
Wall of Fame
Why, you might ask, am I wasting your precious time and management’s delicate space in this publication talking about a restaurant? Because St. Elmo’s, since time immemorial, has been the place to eat if you are a driver, team owner, or a rich mechanic. The walls (which should be outfitted with mirrors so the hoi polloi of Indianapolis can watch themselves while they are eating) are lined with pictures of famous drivers and of the track from days gone by.
“There’s Mario,” I think to myself, noticing a four-by-four foot formal portrait. Autographed, of course. Foyt, Unser, Unser (again), Unser (little Al), Vukovich, and more black and white shots of the starting field than I can count. I see a few of the newer drivers’ shots here and there. Lyn St. James, former Indy 500 racer comes strolling in. Unnoticed by the gathering crowd, she draws my attention like a magnet. Shorter than I expected, she’s still frighteningly cute and charismatic and capable of driving a car 50% faster than I will ever be able to; everything a boy like me would like.
Bill Healey and I are sitting at our table in the bar section, chatting with Brett before he puts our order in.
Bill, with the casual ease of one local to another asks, “anyone been in?”
“Anyone” in this case, meaning drivers or recognizable team personnel.
“Oh sure,” Brett said. “Mario was in just a little while ago,” he continues, looking around as if he’s wondering where one of the most prominent people in the history of auto racing had wandered off too. When I mention Bill is an old friend of Mario’s (Andretti bought Bill’s grandparent’s home in ’65 when he moved to Speedway from Nazareth, Pennsylvania) Brett goes all agog. They start trading stories for a few before Brett goes and puts our order in.
Soon he returns with Elmo’s signature dish: Shrimp cocktail.
The Signature “Elmo Cola” is a local favorite. A glass-bottled Coke or Diet Coke is mixed with the St. Elmo exclusive “Infusion,” made with Maker’s Mark Bourbon, imported Italian Luxardo Maraschino Cherries, and Madagascar Vanilla Beans. It’s served with the restaurant’s famous Drunken Cherries. The Infusion can be ordered straight up, on the rocks, as a Manhattan, or an Old Fashioned. Photo: St. Elmo Steak House.


Savory Sensations
Yes, St. Elmo’s is a steak place. A very, very good steak place as it turns out, but they are, for some unexplained reason, known far and wide for their shrimp cocktail. I am not a big fan of shrimp in general, or shrimp cocktail for that matter, but hey, this is what the restaurant in Indy that all the drivers go to is known for, so of course I’m going to try it.
“This is Kosher, right,” I ask Brett as he approaches with a chilled silver bowl.
“Kosher as can be!” he says without missing a beat, adding a face imploding wink that is all dimple and smiles. As he sets the bowl of four shrimp drowning in cocktail sauce down, I notice he is not wearing a wedding ring. A given percentage of the women in Indy must have dated this guy, I think to myself, with an inward sigh known only to those of us who are not cartoonishly handsome.
“Gentleman, you have been warned,” Brett said before turning smartly and moving away.
Moment of Truth
He is, of course, referring to the cocktail sauce itself. It is famously high octane stuff. I can see chunks of horseradish floating within. I spear a shrimp, set it on the small side plate, and chop off a chunk with the absurdly tiny shrimp cocktail fork provided. “Wow,” I think to myself, “pretty good.” I immediately segment off another chunk.
Before I have completely swallowed it, my eyes tear slightly, and I feel my pupils snap closed to the size of pinheads. My sinuses feel like a domed NFL stadium with the doors open; light, airy, with a slight breeze entering from the south/southwest. Briefly I can see through time. It’s like shrimp flavored with napalm and sugar. Without hesitation I eat the rest of shrimp #1 and move directly onto #2. It goes without saying the steak was fantastic. Shoot, the baked potato was fantastic. And don’t get me started on the bread.
Brett comes and goes from time to time. We chat. Where are we sitting (meaning at the track for the race)? How many races has Healey gone too (all of them his entire live since he was a baby)? Where am I from (the middle of the desert)?
“Come back anytime,” Brett said, and he either means it or is so good at his job he can lie with complete conviction.
Inside the 1933 Lounge at St Elmo Steakhouse, 127 S. Illinois St., Indianapolis, Indiana. Photo: St Elmo Steakhouse.
Quintessential Indy
I pick up the check. I owe Healey. He’s bought me so many dinners over time, that alone should be enough. But Bill is also responsible for lining things up for getting me into the 500 itself. Bill knows people. When your grandparents sell their house on 16th to a young Italian racer in 1965, you know people. When your uncle has a place two houses down, also on 16th, and was a track guard during World War II, you know people. When your lifelong friends with Clint Brawner, you know people. When A.J. Watson calls you out in a crowd at the supermarket, and comes up to shake your hand, you know people. When the house I am currently sitting in and writing this is within 2 blocks of 16th and Georgetown Road, you know people.
You also know that when you come to the races, and someone asks, “where should we go for dinner,” that St. Elmo’s is, and always will be, the 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.
Cover Photo: St. Elmo Steak House.



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Ford Mustang Tops Classic Car Searches

Ford Mustang Tops Classic Car Searches

If you had to guess, what would you say the most searched for classic car is? Chevy Camaro? Dodge Challenger? If you said Ford Mustang, then you are absolutely right. According to a report by ClassicCars.com, the Ford Mustang is the most searched for car in the United States.
The Mustang ranked first in 13 states, followed by the Chevy Impala which ranked highest in seven states. The Chevy Camaro came in third in five different states while the Chevy Corvette, Dodge Charger, and Ford Thunderbird were top in three states.
By The Numbers
Overall, domestic cars recorded the highest searches in 49 states, with Ford and Chevrolet evenly split, ranking first in 20 states. While muscle cars accounted for the bulk of the searches, there were a few exceptions. In West Virginia, the most searched for vehicle was Chevy 3100, and in Oklahoma, a Ford F1, proving trucks in those states are highly sought after. The Mercedes-Benz 250SE was the most popular in Connecticut, while the Buick Skylark was the most searched for in Maine. Among European models overall, the Volkswagen Bus was highest with 240,656 unique searches in 2016, while the Datsun 280Z led the Japanese models at 157,265 unique searches.
By comparison, Mustang registered 3,736,942 unique searches in 2016.
“Owning pristine collector vehicles – particularly domestic performance and muscle cars – continues to be a passion for many Americans, from the most seasoned collectors to enthusiasts making their first purchase,” said Roger Falcione, President and CEO of ClassicCars.com.
Silver Screen Machines
The reasons why classic American cars are so highly sought after are numerous, but Falcione has a theory.
“Two vehicles on our list – the Ford Fairlane and Dodge Charger – play prominent roles in The Fate of the Furious, which recently topped $1 billion box office sales worldwide,” he said. “That can attest to the international interest in American performance and muscle cars.”
ClassicCars.com is continually building its presence as a respected source of collector car news, information, and data, with an unparalleled selection of for-sale vehicles. According to the site, there are 330,000 daily searches and three million unique monthly visitors.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 

Graphic & Source: ClassicCars.com.
Cover Photo: Ford Motor Company.



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2017 Lexus IS 350 AWD Review

2017 Lexus IS 350 AWD Review


The Lexus IS 350 hasn’t had a major overhaul since its introduction in 2014, but the car is still relevant in the small luxury sedan segment. For 2017, it gets a few exterior and interior tweaks before its major makeover in two years. It still has a very comfortable cabin, superior ride quality, and all-weather capability.
This week, we drove the 2017 Lexus IS 350 V6. It had full-time all-wheel drive, the F Sport package, and other luxury items that made it extra comfy.
What’s New For 2017
The front end gets revised styling consisting of a new grille, headlights (LEDs), and air intakes, while the back of the sedan gets upgraded with different taillights and exhaust tips. The IS 350 comes with additional standard safety features, including forward collision warning and mitigation. A few minor cabin tweaks finish up the changes.
Standard Features
The 2017 Lexus IS 350 AWD ($43,535) comes standard with a six-speed automatic transmission, two gears less than other models. Other standard equipment includes keyless entry and ignition, dual-zone climate control, a sunroof, premium vinyl upholstery, a 10-speaker stereo system, adaptive cruise control, lane departure warning, and forward collision warning with automatic emergency braking.
Optional Packages
Our tester came with the optional Navigation/Mark Levinson premium audio package ($2,835) with 5.1 surround; 835 Watts and 15 speakers. An F Sport package ($2,715) included unique exterior and cabin trim, 18-inch F Sport 5-spoke wheels wrapped in all-season tires, heated and ventilated seats with unique trim, adaptive variable suspension, and a backup camera. It also came with a blind spot monitor with rear traffic alert ($600) and a heated outside review mirror.
Total MSRP including destination: $51,515.





Interior Highlights
The 2017 Lexus IS 350 has the upscale cabin you would expect from the luxury division of Toyota. The quality of materials and fit and finish is right up to snuff with the best luxury sedans in the world. Its design is a strength in this segment, and it’s much less business-like than the European competition. The cabin has the visual effect of making you think you’re in a car costing two times the price.
The cabin is on the smallish side, so it can feel a bit cramped for larger adults. The IS 350 will technically seat five adults, but having three in the back will need to be for short trips. The F Sport seats are comfortable for commuting, but could use more bolstering for longer trips. The 7.0-inch infotainment screen contains the Lexus app suite, called Enform, but Lexus uses the mouse type controller for navigating the infotainment screen. It’s still not a favorite of ours.
The trunk is 13.8 cubic feet, more than the Mercedes-Benz C-Class but less than the top-selling BMW 3-Series.







Engine & Fuel Mileage Specs
The 2017 Lexus IS 350 AWD is powered by a smooth, 3.5-liter direct and port injected V6 engine, making 306 horsepower and 277 lb-ft. of torque. It comes mated with a 6-speed automatic transmission (two gears less than the turbo model) and steering wheel paddle shifters for driving enthusiasts. 
EPA fuel mileage estimates are 19/26 mpg city/highway, and 21 combined.
Driving Dynamics
The 3.5-liter V6 is ultra smooth and with its 306 horsepower and 277 lb-ft. of torque, it’s respectably powerful. We took it up I-70 into the higher elevations west of Denver and it had enough power to have some fun. We used the steering wheel paddle shifters to manually row the 6-speed automatic, and it bumps up the fun-to-drive meter considerably.
The IS 350 with the F Sport package also improves the driving dynamics, and we had an enjoyable time throwing this luxury sedan around a mountain curve or two. The F Sport package brings an adjustable suspension and a sharper throttle and transmission when you put it in Sport+ mode. It unlocks the car’s potential, and makes the 6-speed automatic shift quicker. With its full-time AWD, the IS 350 is all-weather capable, making it a year-round commuter too. We would consider the IS 350 a capable sports sedan, but it’s not a true performance sedan like its German counterparts.
Conclusion
The 2017 Lexus IS 350 has a lot going for it with its upscale cabin, standard safety features, and smooth V6 engine. The IS 350 delivers a quiet, comfortable, and luxurious sedan experience. Though AWD models give up two gears in the transmission to their rear-wheel drive counterparts, it does broaden the sedan’s appeal for those who live where things often get slick.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Lexus IS 350 Gallery























We trust TrueCar.com to give us the best, up to date, and TRUE pricing of what people are really paying for their cars. Check them out for more research on this car:


2017 Lexus IS 350 Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.




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You’re Not Actually Riding Those Waves: An Analogy On Automated Cars

You’re Not Actually Riding Those Waves: An Analogy On Automated Cars Will automated cars take away the thrill and joy of driving?
What will happen to those who enjoy driving on their own?
Automoblog columnist Tony Borroz with a perspective.
Recently, I read and reviewed a very well done book on the future of automated cars and driving. While banging through the review, I had to examine my own thoughts on automation and what it means for me as a car enthuiast. Unsurprisingly, I’m not a big fan, but not completely opposed to it either. It’s just that, by and large, self-driving cars seem like an answer to a question that I (and many other gearheads) never asked.
Who Enjoys Driving Anyway?
90 percent of my beef with self-driving cars comes down to one instance. Some years back, I saw a press conference with some Google execs about their then-new autonomous car program. One of them, Brin or someone, I don’t recall who, said, “Seriously: Who actually enjoys driving a car?” And that, right there, is our problem specifically, and the greater “problem” that tech brings to the table with all of its disruptive “solutions.”
Tech’s biggest failing, circa 2019, is how they think they are solving problems; but they never grok to the fact they don’t fully understand a given problem. Take that quote: “Seriously: Who actually enjoys driving a car?” Obviously that was uttered by someone who didn’t enjoy driving a car. Ergo, since he didn’t enjoy it, why would anyone else? Well thanks for coming to my rescue, but I was doing just fine and, more to the point, I didn’t ask you to rescue me.
Here is my analogy as to why this is both philosophically and logically the wrong path to go down.
Photo: Hyundai Motor America.
 Related: Do consumers really trust automated cars?
Automated Cars & Surfing Safaris
Imagine a tech guy – smart, rich, overworked, thinks he’s a Divine gift to the world – is finally forced to take a vacation after solid months of programming from his office in Mountain View or Redmond or Boston. For some reason, he goes to Hawaii. Someone takes him out to The North Shore and shows him what surfing is.
The picked a good day. Sunset is huge, Waimea might go off and Pipeline is firing, 16 to 18 feet and glassy. A wave comes up, a guy catches it, makes the drop, snaps it off the lip, comes back down for another bottom turn and boom!, hooks a rail and wipes out. He’s standing there, zinc sunscreen on his nose, Teva sandals with socks, every inch the haole nerd.
“Do they always fall like that?” asks the tech guy.
“Most of the time, yeah. It ain’t easy brah!” says the local taking him around.
Tech bro nerd guy then has a brainstorming session.
Catching Waves Via Smartphone
A year later, he comes back to The North Shore. This time with his new start-up in tow. They rent the Volcom House (money is no object). They have a roll-out party to end all parties. Kalua pork, three-finger poi, Kim Taylor Reece is taking pictures, they even get Jake Shimabukuro to play (because money is no object to tech bros). And then the big moment arrives: the big unveiling.
He pulls the covers back and shows off his new invention: The fully automatic surfboard!
He goes into his pitch. “Our new surfboard, the SrfRyder, is the world’s first fully-automated surfboard! With miniaturized water jet engines and ring gyroscope stabilization, catching and riding waves is just a tap on your smartphone away. Never again will you just miss a wave. Never again will you fall, mid-ride. You will be able to catch any wave you see and you will be able to ride any wave you catch. Using our Waterman smartphone app . . . blah blah blah . . .”
Last year, Hagerty began hosting a series of town hall discussions on the importance of driving. Autonomous vehicles and their impact on society was one of the first discussions, with Wayne Carini of Chasing Classic Cars and former General Motors Vice Chairman Bob Lutz as panelists.
Related: Americans still love driving, despite onset of automated cars.
Playing Versus Sitting On The Sidelines
Granted, this is just a story and an analogy. This would never happen. You know why this would never happen? Because if a machine is doing it for you, you are not surfing. And the whole point of surfing is not about traveling from the line up into the beach while standing up, no. The point of surfing is to surf. To catch a wave yourself and then ride it as you see fit, and to the best of your abilities. If a machine does it for you, you’re not a surfer, you’re merely floating. You’re not actually riding those waves.
Same with automated cars. You’re going but you’re not actually engaged in the joys and thrills of driving.
In Defense of Driving
And sure, one day there might be some tech bro standing on a beach, seeing a guy just getting worked after losing it at Pipe, and the tech bro might say to himself, “Seriously: Who actually enjoys surfing?” And that’s fine. He’s entitled to his opinion. But woe unto him if he ever were to make something like an automated surfboard. It completely misses the point of what a surfboard is.
And for some of us, driving is that way. I have no problem using a self-driving car the same way I have no problem with taking a cab or a bus. Just don’t force me to.
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. 
Photo: Volvo Car Group.



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Bricks And Bones: Chapter 1: Real Wrong

Bricks And Bones: Chapter 1: Real Wrong 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.



Due to scheduling issues, I am unable to make it to Speedway, Indiana for qualifying for the 500. Qualifying for this race is, in a lot of ways, overly complex and more convoluted than it needs to be. It also makes for one of the hardest things a race car driver can do.
Unlike other series, or other races for that matter, that require you to qualify by doing one lap, making it into the field of The Indy 500 obliges you to do four contiguous laps.
All four, back to back, and the average speed over those four laps determines where you start on Memorial Day. Mess up one lap, shoot, mess up one corner, and the rest of your qualifying run is ruined. Drivers universally say it is the most nerve wracking thing they are asked to do. Lots of the crazy-brave can hang it out over the edge for a single lap; grit their teeth and hand over trust to luck/skill/bravery and be okay.
Having to roll the dice four times when your life is on the line, well, that’s a different calculation.
Go Green
So, as usual, here I sit on a rather fine Sunday spring morning, watching race cars on TV. Qualifying is run in reverse order, with each succeeding car having practiced faster than the one before it. As we get into the really fast guys, up comes Sebastien Bourdais. French, tall, brownish hair, and blue eyes with a tendency to be quietly humorous, Bourdais is a four time CART champion, a feat he pulled off by winning all four of his championships in a row. No one has ever done that, and no one will ever beat it, since CART merged with the Indy Racing League. He is, in short, not a guy to be trifled with.
Bourdais takes the green and right from the start, he is on it! I mean the accelerator might as well be welded to the bulkhead.
Lap 1: 231 mph and change.
Lap 2: 231 mph and change, but a fraction faster.
He is cranking them off. Until now, the lap speeds have been hovering around 229 and change, with the occasional lap in the 230s. This is very good news. This is as fast as anyone has gone all month. This is very good news, not only for Bourdais, but for his team, Dale Coyne Racing and, coincidentally enough, for me.
Sebastien Bourdais, No. 18 Dale Coyne Racing Honda. Photo: INDYCAR.
F Bombs
Dale Coyne is a friend of Bill Healey (more about him as this series goes on) and the person responsible for me getting in to this year’s 500. Technically speaking, I am an employee of Dale Coyne Racing, so, even though I am supposed to be an unbiased journalist, it’s pretty easy for me to be rather biased in this instance and root for Bourdais.
I am glued to the screen, leaning forward, sitting on the edge of the couch. He heads off onto lap 3. Into and through turn one he is not slowing down at all; corner entry speeds flickering at 237 mph. He swings on through the short chute heading into turn two. My eyes see it before my mind fully registers it: twitch? slide? A little bit of a slide at the back end?
As my mind is processing that, just past the apex of two and around 230 mph, the back end steps out a lot. A foot, maybe 18 inches. Bourdais countersteers into it and the front end grabs, sending him straight in the direction his front wheels were pointing: Straight at the outside wall at a speed of 228 mph. The moment of impact coincides with the next words out of my mouth:
“FUCK!!!”
I scream loud enough to literally rattle the Mountain Dew can sitting on the end table. The impact is massive and vicious.

Vicious Impacts
He hits the wall at a slightly oblique angle, later calculated to be about 20 degrees from head on. This will be the first of many small blessings that will start to add up. The entire right side of the car, from the front wing back through the wheels and suspension, and the right hand side pod, explodes. Carbon fiber, aluminum, magnesium alloy, steel: are all rendered into what appears to be a fine powder. The car caroms off the wall and slides down into the middle of the track, then tumbles into a slow, sickening half roll. It slides on its right side for what seems like a week and a day, then flops back upright and comes to a stop.
From where the car comes to rest, all the way back to the point of impact, the track is littered with bits and pieces no bigger than a candy wrapper. It looks like a plane crash. The words “debris field” form in my mind as a handful of safety vehicles arrive on the scene.
The camera zooms in a bit, and you can see Bourdais sitting in the cockpit, head moving slightly. I wait. You have to wait. This is, sadly, not the first time I’ve seen something like this. Movement from the driver is good, but it can also be deceiving. The driver could be alive, or he could be quickly on the way to being dead, and his body is just twitching on his last remaining autonomic functions. Bourdais moves again. This time his hands come up and try to open the visor on his helmet, a sign to the safety crews he is all right. I inhale for the first time. He can’t get the visor open. His movements are slow and logy. “Blood loss,” I start to worry. “Concussion,” I add to the list.
Tension Building
The cars are designed not to do this, but there is the slight chance that a big metal piece – an A-arm or something along those lines – penetrated the cockpit and then stabbed into Sebastien. He could be bleeding out. The safety crews are everywhere at once. The first responder kneeling where the right side pod used to be only seconds before is leaning in, intently talking to Bourdais through his helmet.
The emergency crew doctor arrives seconds later, leans in from the left-hand side and exchanges a few terse words with the other safety guy and Bourdais. The doctor nods once, gets up off of his knees and straddles the car at the scuttle, right in front of the windscreen, and leans forward into Bourdais face.
“Oh shit . . . ” I murmur.
He’s not dying, but this is not good. Not good at all.
They are not extracting him from the car. They are urgent, but it looks like he’s not going to be getting out of the car any time soon. That is a bad sign. Injuries undetermined from this distance and while he is shrouded within the car’s safety cell. The camera zooms back out to wide. There are now a dozen; two dozen; a lot of safety crew members all over the place. Spreading out oil dry. Brooms every where. It looks like they are trying to sweep up an area the size of two football fields that are raggedly covered with tortilla chips. An ambulance pulls up as the crew, under the direction of the on scene doctor, begin the extraction process. It is somewhat reminiscent of a bomb demolition crew from a movie; everyone is moving slowly and deliberately. Gently, gently. No sudden movements. Don’t jerk anything.
 
Photo: INDYCAR.
Talking Heads
I become aware of the broadcast crew yammering and gibbering. They are, like most racing coverage, horrid. They have that need, perhaps directed from the producers, to fill the space. Keep talking. No dead air.
We go to commercial.
When we come back, Sebastien Bourdais is out of the car and on his way, by ambulance, to IU Health University Hospital (or Methodist Hospital, as old timers like me still call it). This is semi-good news, or at least the news is steadily improving, I notice. The trauma center at Methodist Hospital has the best orthopedic emergency center on the planet. Period. No one even comes close. If you think about it for a while, you can realize why. Bourdais is now headed this way, and if anyone can keep him alive and in one piece after an impact like that, it will be the orthopedic emergency center at Methodist Hospital.
The ABC broadcast crew, a three stooges level of lack-wits comprised of Allen Bestwick, Eddie Cheever, and Scott Goodyear (an ignorant commentator, a quarter-talented driver from years past, and a nearly-no-talent driver from the same era) are still jabbering, still filling space, irritating me more and more with each passing word.
“Say it,” I ask. “Say the words I want to hear.”
A few seconds later, Bestwick says, in so many words, “medical is saying that Sebastien Bourdais is stable and has arrived at University of Indiana Hospital. He is awake and alert and never lost consciousness during the accident.”
“Awake and alert.? Thank God!” I say.
Four-time Champ Car Champion, Sebastien Bourdais, returned to Dale Coyne Racing this season. The Frenchman first joined the team in 2011 following his two-year stint in Formula One. Photo: Dale Coyne Racing.

Not So Happy Gilmore
That, short of a driver either dying outright or dying quickly after the accident, is the next biggest fear in this business. Unconscious means an entire raft of potentially bad things. Starting with a concussion and going all the way up to brain dead. Sebastien Bourdais is none of these things. Not even close. He’s not in great shape, but it looks like he’s not going to die either. In the hours to come it will turn out that, as bad as this hit was, it could have been a lot worse.
Bourdais hit the wall at an oblique angle of 20 degrees off center. If he had hit it head on, the G loading would have been catastrophically higher, and the bones in his legs, from his toes to his patella would have been effectively rendered into paste. The safety measures in the car did their jobs exactly as they should under the circumstances. The safety cell remained intact, keeping the driver in one solid cocoon. Although it was a single, solid hit, the energy absorbing structures did their jobs, lessening the impact. A little.
Telemetry data would later show that impact registered 100 Gs. Telemetry data would also later show that Bourdais was doing 220 mph at the time of impact. IU Health University Hospital would issue an official statement saying Sebastien Bourdais had sustained a broken right hip and had broken his pelvis in seven places. Physics tried to snap him in half sideways at the waist.
Welcome to The Greatest Spectacle in Racing. This isn’t golf.
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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Lamborghini Announces New Paint Facility

Lamborghini Announces New Paint Facility

Automobili Lamborghini has announced the construction of a new paint facility. The Sant’Agata Bolognese automaker says the new building will be completed and operational at the end of 2018. The facility will be utilized to paint the forthcoming Lamborghini Urus SUV. The plant is expected to have a solid impact in terms of job creation with approximately 200 new staff added by the time it reaches full production capacity.
An additional 500 jobs are expected once the plant is further up and running.
“We are very pleased with this result, which represents another step on our path of strategic expansion,” said Stefano Domenicali, Chairman and Chief Executive Officer of Lamborghini. “Thanks to the support and faith of our shareholder AUDI AG, a decision was taken that most effectively safeguards our know-how, job growth in the territory, and brand identity.”
Lamborghini’s new paint plant will see the implementation of the latest, most advanced technology, with a mindfulness toward sustainability. Workers will be both highly-skilled and trained extensively to guarantee the automaker’s already high standards of quality and performance.
The upcoming Urus SUV is Lamborghini’s transition into the realm of everyday vehicles. When it debuted at the 2012 Beijing Motor Show, then President and CEO Stephan Winkelmann underscored the success of SUV markets worldwide, and how the vehicles often embody a sense of emotion and freedom. Lamborghini estimated sales might be around 3,00 units, with target markets coming primarily in the United States, the United Kingdom, Germany, Russia, the Middle East, and China.
“The Urus is a very concrete idea for the future of Lamborghini – as a third model line and as the perfect complement to our super sports cars,” Winkelmann said at the time. “The Urus is the most extreme interpretation of the SUV idea; it is the Lamborghini of the SUVs.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photo & Source: Automobili Lamborghini S.p.A.



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Texting And Driving: Is Tech Our Solution?

Texting And Driving: Is Tech Our Solution?

Texting and driving. Simply saying, “just don’t do it” isn’t working. According to the Canadian Automobile Association, driver distraction is a factor in 4 million vehicle crashes in North America each year, and 26 percent of all car crashes involve phone use.
On top of that, drivers who text are 23 times more likely to be involved in a collision than their non-distracted counterparts.
Technology Burden
Yes it can be tempting to blame technology. Distracted driving wasn’t as much of an issue before the mobile phone, was it? Maybe if our phones weren’t so distracting, we wouldn’t be distracted by them? The new Galaxy S7 edge, for example, has specs that put even some computers to shame – HD display, a dual-pixel camera, and over 250 GB of memory – making it a beast of a machine that negates the need for expensive GPS systems and a slew of other road travel accouterments.
Maybe technology has created its own demise; it’s so appealing that we just can’t say no to it anymore.
Maybe the solution is that drivers stop investing in smartphones with enough memory to replace our road maps and enough pixels to replace our cameras? But that’s not how advancement works. Technology has created a problem, and if vehicle manufacturers have anything to say about it, technology will fix it. After all, if we start going down the road of blaming technology for our driving woes, we might as well begin with engine technology, fuel systems, and tire rubber.
The further we go down that road, the closer we get to the invention of the wheel.
The problem is not the tech; it’s with how we apply it. Due to the tireless efforts of safety organizations across North America, light is finally being shed on the scientific causes behind distracted driving that ultimately cause great suffering for drivers. Having a deeper understanding of factors like brain chemistry, the perceived ability to multitask, and changing communication expectations have allowed for practical solutions to start taking shape. Instead of just saying, “please don’t text, it’s dangerous,” we can now begin to offer solutions.
The Chevy MyLink smartphone-based infotainment system can direct Siri to perform tasks so drivers can keep their eyes on the road and their hands on the wheel. Photo: Chevrolet.
Smartphone Apps
Once we accept that technology is not the problem, it quickly becomes apparent that it will be part of the solution. Texting is an addictive behavior for a number of neurological reasons, one of which has to do with self-deception. According to the American Safety Council, most people believe they are capable of multitasking. They honestly feel that it’s not dangerous for them to drive and send off a quick text message, or participate in some other form of distracted driving. Cognitive neuroscientist David Strayer says that, actually, only about 2.5 percent of the population can truly multitask. The rest of us are splitting our attentions between two tasks, albeit rapidly, and never fully focusing on the road.
Once most drivers realize that perhaps their brains are just like the other 97.5 percent, the best way to combat distraction is to mitigate it at the source. Don’t throw the phone out the window; instead, download an app or two to help ease the temptation.
There are a whole bunch of free and inexpensive apps out there to help drivers fight that intense urge to respond to a text message. They do everything from blocking incoming messages if the car is moving above a certain speed to sending auto replies like “sorry, Liz is driving right now. She’ll text you back later!”
In 2015, Ford began working to link home automation devices like Amazon Echo and Wink through SYNC. This allows drivers to control lights, thermostats, and other home systems from their vehicle. Photo: Ford Motor Company.


Text To Speech
If having the phone nearby is simply too much of a temptation, another option is to bypass it altogether. Built-in infotainment consoles are the rage in modern vehicles. They’re the little screens in the dash that display apps similar to a smartphone – phone, music, maps, podcasts, etc. The biggest difference between these consoles and an ordinary smartphone, aside from the obvious fact that one is attached to a car, is that an infotainment console cannot be used for texting.
Instead, engineers found a much more road-appropriate workaround: text to speech. Instead of drivers fumbling around with their smartphones and taking their eyes off the road for dangerous amounts of time, text-to-speech allows drivers receive and send text messages simply by tapping an icon and speaking a command. Drivers can use verbal commands like “read new message” or “reply” to verbally compose a new message. When driving conditions require every ounce of their attention, they can simply hit a button that sends the response “I’m driving right now” and reply later.
Photo: TheDigitalWay.
Teen Driver Contracts
Young drivers are some of the most susceptible to the allures of distracted driving, especially when it comes to technology. It’s no secret that many teens today treat their smartphones like extensions of their bodies. But just because teens have a more comfortable relationship with technology does not mean they are any more adept at driving. Obviously. If anything, their sense of self-deception is stronger simply by nature of their brain development and inexperience.
A study by the American Automobile Association found that 46 percent of teens text and 51 percent talk on the phone while driving. Pair that with the 2015 finding that distraction was a factor in 6 out of 10 moderate-to-severe teen crashes, and it’s no wonder parents are taking the issue very seriously.
Whether you have kids or not, as the car lovers of today, it’s our responsibility to train the drivers of tomorrow. It doesn’t matter if they’re set to be casual drivers or soon-to-be racecar drivers. Many teens have smartphones by the time they get their first driver’s license. Parents can combat the dangerous temptation and peer pressure their teens may feel to text and drive by establishing clear boundaries between the phone and car. Teen driver contracts outline hazards for teens to avoid, like texting behind the wheel, and clearly define consequences for breaking the rules. Parents who suspect their teen is not following the established rules can even download parental control apps, discussed above, to alert them when something is amiss.
Photo: Unsplash.


Mental Preparation
Ending distracted driving is all about re-training drivers to be fully present on the road. It’s a simple goal, yet fraught with endless complexities. It starts simply by understanding what distracted driving looks and feels like. Once there, we can begin to take advantage of tech-based solutions to help mitigate the problem.
In the end, driving distracted is a choice.
Yet at the same time, it’s a behavior so ingrained in our society it’s not a simple habit to break. Drivers are poised to end the habitual, dangerous cycle of distraction, but they won’t quite get there until they’re armed with a full understanding of their own behaviors. Only when drivers are presented with tools like apps, text-to-speech, and contracts to change their behaviors, will they be able to make the right choice.
Katie Kapro spent her childhood handing her dad tools under his Datsun. She loves thinking about the social aspects of motoring, and dreaming about the future of automotives. Follow her work on Twitter: @kapro101



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Letter From The UK: End of Days?

Letter From The UK: End of Days? Are We Witnessing The Automotive End Of Days?
As someone whose youth, fancy-free love life, musical taste, and motoring education is steeped in the bygone days of the 20th Century, I feel totally confident in my assertion, made not for the first time, that the Golden Age of Motoring is long gone. We shall not see its like again. It has also made me rethink my vehicle road-testing for the future.
Rules & Exceptions
It is not one single thing that has brought me to this pass, no; it is my recent experience of the latest cars and automotive advertising that I have had to endure. Most of the cars I have driven of late here in the blighted, benighted British Isles, have been perfectly fine in terms of build quality and the like but otherwise just so dull, dull, dull. To be balanced, I am currently driving the Peugeot 5008 which is attractive, versatile, and a decent drive (sorry, you can’t have it. The French brand is not returning to American shores for some time yet, if at all) and I like it a lot, but it is the exception that proves the rule.
Cars have become boring. Fact.
Peugeot 5008. Photo: DriveWrite Automotive.
Autonomous Cars. Not.
Like a lusty salmon determined to spawn up-river, I realise I am hardly going with the flow here but, as yet, there are no such things as autonomous cars. The general media always get a bit carried away in a sort of “The future is now!!” manner, but the plain fact is that the current technology is simply super-glorified cruise control. Ask the British public if they are looking forward to ‘driverless’ cars and they will tell you “meh.”
Ask the European motor industry or the government however, for whom any bandwagon is the ideal way to hide all the bad news, and anyone would think that these do-it-all cars are just around the corner; they are not. Certainly all the technologies will work side by side for now but the real deal is many years away. Yet such is the furore being whipped up that it is my contention that car makers have misread the public’s collective mind.
A recent study from CARiD uncovered some confusion as to what an autonomous car actually is. Less than half of the respondents correctly identified it as something controlled entirely by automated technology. A recent AAA study found that 73 percent of American drivers say they would be too afraid to ride in a self-driving vehicle, up from 63 percent in late 2017. Photo: Hyundai Motor America.
Youth of Today
With millennials and younger generations more interested in the latest technology rather than transportation, the future of the car industry, to me, looks to be built on shifting sands. As someone who has driven spectacular cars on open roads and race circuits, I find the latest trend for cosying up to the youth of today is not thought through. The latest crop of TV advertising is looking increasingly silly and juvenile and tells viewers absolutely nothing at all about the cars.
Of course, car bosses aren’t stupid. Those brands that are quick thinking and not afraid to reinvent themselves will survive but I contend that many will not. Start-ups like Tesla are exploiting buyers’ imaginations. Clever companies like Uber and ride-sharing operators like Lyft and HyreCar are demonstrating that car ownership is no longer a necessity if a ride is just an app click away.
Uber passengers share a ride in India. Photo: Uber
Somber & Gray
The reason so many cars are boring now is because they are about the lifestyle technology stuffed into them and not about engineering. Essentially they’re all the same under the skin. For grizzled old veteran curmudgeons like me it is the dawn of the beginning of the demise of motor cars as we know them. Thus I feel I will be testing fewer and fewer cars in the coming short term. I’m going to be picky and choose only those vehicles I believe have that extra something but I won’t be holding my breath.
Automotive end of days indeed.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite




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2019 Ford F-150 Raptor Gets New Suspension & Upgraded Tech

2019 Ford F-150 Raptor Gets New Suspension & Upgraded Tech It is foolish to mess with a proven formula. When Ford bolted on a twin-turbocharged, 3.5-liter EcoBoost V6 to the second-generation Raptor, hardcore off-roaders were dismayed.
But when critics found out the motor churns out 450 horsepower and 510 lb-ft. of torque, the new Raptor was welcomed with open arms. The new power plant produced 40 more horsepower and more torque than the heavier 6.2-liter V8.
Change is inevitable. In this case, the changes were for the better.
For 2019, Ford is upping the ante once again by giving the 2019 F-150 Raptor an all-new adaptive suspension along with a host of comfort features and clever tech.
Shock & Awe
Further cementing its status as the ultimate high-performance off-road truck, the 2019 Ford F-150 Raptor is equipped with electronically-controlled Fox 3.0 Internal Bypass shocks with LIVE Valve Technology. The 2019 Raptor also comes with a new Trail Control System, which is cruise control designed for low-speed and rugged terrain.
“Raptor’s success is rooted in its incredible suspension, superb vehicle control, and the confidence the truck instills in its owners,” said Hermann Salenbauch, Global Director, Ford Performance Vehicle Programs. “Upgrades to the 2019 F-150 Raptor have improved all three to new levels that the competition will have to benchmark – again.”
Ford worked closely with Fox to further hone the existing internal bypass shock absorbers. The result is an electronically-controlled Live Valve Technology that continuously adjusts damping in real-time. The system utilizes sensors in the suspension and body to maximize comfort, all-terrain handling, and bottom-out resistance.
“By automatically varying compression rates, Raptor can now make the most of its suspension travel of 13 inches at the front and 13.9 inches at the rear,” Salenbauch said.
2019 Ford F-150 Raptor with Fox 3.0 Internal Bypass shocks with Live Valve technology. Photo: Ford Motor Company.
Hang Time
Have you ever heard of a suspension that automatically adjusts the damper settings when the vehicle is in midair?
“The 2019 Raptor is not just more capable off-road. It’s smarter,” Salenbauch continued. “Not many trucks need sensors to detect when you are midair. Raptor sets the dampers to full stiffness to help smooth shock performance as the truck lands.”
This may sound a bit silly, but the current F-150 Raptor is one of the most refined vehicles you can buy today. The upgraded Fox Live Valve suspension enables the Raptor to achieve new heights in all-terrain versatility and performance. When paired with the Raptor’s Terrain Management System, the Live Valve Suspension Technology will confidently traverse even the most unforgiving terrain at high-speed, while still retaining a smooth on-road performance.
Photo: Ford Motor Company.
Off-Road Cruise Control
The 2019 F-150 Raptor is also equipped with a new Trail Control system. It can automatically adjust and send power and braking force to each individual wheel. The system can be activated at speeds from 1 mph up to 20 mph depending on the driveline position.
Trail Control can feed engine torque to the driving wheels so you can easily climb over steep obstacles. The system can also brake each wheel individually, so the Raptor comes down smoothly on the other side of whatever you are climbing. It is a fool-proof system that allows you to focus on steering over rugged terrain.
Photo: Ford Motor Company.
Hold Me Tight
Also new for the 2019 Ford F-150 Raptor are Recaro sport seats. The seats are designed to offer aggressive support and substantial bolstering to smoothen those nasty kidney shots over rugged, uneven terrain. Available seat designs include blue Alcantara inserts and accent stitching inspired by the interior of the bonkers Ford GT supercar.
Pricing & Availability
The 2019 Ford F-150 Raptor is all yours by late 2018, and comes in three new colors: Ford Performance Blue, Velocity Blue, and Agate Black.
The upgraded 2019 F-150 Raptor will be built at the Dearborn Truck Plant. Ford has not disclosed pricing at this time.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine. 
2019 Ford F-150 Raptor Gallery














Photos & Source: Ford Motor Company.



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