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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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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General Motors Restructuring International Markets To Strengthen Global Business

General Motors Restructuring International Markets To Strengthen Global Business

General Motors has announced “key restructuring actions” for its international business to increase overall financial health. The move comes as GM is looking to focus capital and resources on opportunities expected to yield higher returns, according to a press release from the automaker.
“As the industry continues to change, we are transforming our business, establishing GM as a more focused and disciplined company,” said Mary Barra, GM Chairman and Chief Executive Officer.
Moving & Shaking
The new plan involves changing GM’s Talegaon manufacturing base in India to produce vehicles for export only. The facility will supply vehicles to Mexico and other Central and South American markets. Chevrolet sales in the region will stop at the end of the year, but GM will support existing customers. In South Africa, Chevrolet will disappear by the end of 2017 as well, but like in India, GM will support existing customers.
In South Africa, the biggest moves come with Isuzu, who will acquire GM’s Struandale plant and GM’s remaining 30 percent in the Isuzu Truck South Africa joint venture. Isuzu will also purchase GM’s Vehicle Conversion and Distribution Centre and assume control of the Parts Distribution Centre. At the end of February, Isuzu agreed to purchase GM’s 57.7 percent shareholding in GM East Africa, and like India and South Africa, Chevrolet sales will cease in that market.
“These actions will further allow us to focus our resources on winning in the markets where we have strong franchises and see greater opportunity,” said GM President Dan Ammann. “We have compelling plans for growth in both the top line and the bottom line as we invest for the future.”
The Isuzu DMAX and Chevrolet N300 Pickup are part of GM’s lineup for its International Operations’ Aid & Development Program to help non-governmental organizations work on projects in remote areas. Photo: General Motors.
Extensive Reviews
According to GM, these decisions were made following extensive reviews of the company’s international markets starting in 2013. Stefan Jacoby, GM Executive Vice President and President of GM International, shared how taking an “enterprise approach” has proven beneficial.
“In India, our exports have tripled over the past year, and this will remain our focus going forward,” he said. “We determined that the increased investment required for an extensive and flexible product portfolio would not deliver a leadership position or long-term profitability in the domestic market.”
A similar conclusion was reached in South Africa.
“After a thorough assessment of our South African operations, we believe it is best for Isuzu to integrate our light commercial vehicle manufacturing operations into its African business,” Jacoby said. “We determined that continued or increased investment in manufacturing in South Africa would not provide GM the expected returns of other global investment opportunities.”
“We are committed to deploying capital to higher return initiatives that will enable us to lead in our core business and in the future of personal mobility,” Barra added.
Carlos Tavares, Chairman of the Managing Board of PSA (left), and Mary T. Barra, GM Chairman and Chief Executive Officer (right), at a press conference in Paris announcing the agreement under which GM’s Opel/Vauxhall subsidiary and GM Financial’s European operations will join the PSA Group. At the moment, GM and the PSA Group are determining the possible direction for Opel in South Africa. Photo: General Motors.

Special Arrangements
GM is working with employees, their union representatives, and local authorities to provide transition support in the affected markets. GM says the company will record an annual savings of approximately $100 million and plans to take a charge of approximately $500 million in the second quarter of 2017. The charge will be treated as special and excluded from the company’s EBIT-adjusted results. About $200 million of the special charge will be cash expenses, according to a press release from the automaker.
“Globally, we are now in the right markets to drive profitability, strengthen our business performance, and capitalize on growth opportunities for the long term,” Barra said. “We will continue to optimize our operations market by market to further improve our competitiveness and cost base.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photos & Source: General Motors.



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2018 Volvo XC60 Pricing Announced, Ordering Open

2018 Volvo XC60 Pricing Announced, Ordering Open

The 2018 Volvo XC60 is on its way and the automaker has announced pricing for the model range. The T5 starts at $41,500, the T6 at $44,900, and the T8 at $52,900. The T5 turbocharged engine produces 250 horsepower with all-wheel drive, the T6 (turbo and supercharged) engine hits 316 horsepower with all-wheel drive, and finally, the T8 Twin Engine Electric Plug-In Hybrid creates 400 horsepower with electric all-wheel drive.
The pricing range accurately reflects the power and performance of each individual model.
Unique Design
The 2018 Volvo XC60 is the first in the new line of 60 series vehicles to portray the automaker’s new design language. All models come standard with a panoramic moonroof, leather seats, 9-inch touchscreen display, and Apple Carplay/Android Auto compatibility. The new XC60 can be optioned with a softer Nappa Leather with ventilation and massage, a Bowers & Wilkins stereo, and four-corner air suspension. The latter gives a more balanced and comfortable ride.
Thor’s Hammer LED headlamps, a Volvo signature seen prominently on the larger XC90, will also accompany the XC60.
The XC60 is the fourth Volvo based on their patented SPA architecture. Volvo developed it in-house and introduced it with the aforementioned 2016 XC90. SPA allows Vovlo’s engineers to seamlessly integrate a wide range of vehicle systems and technology, be it performance or safety related.
2018 Volvo XC60. Photo: Volvo Car USA, LLC.
Safety & Security
True to Volvo’s safety legacy, the 2018 XC60 keeps the bar high in this department. For example, the standard Lane Keeping Aid now works with Oncoming Lane Mitigation. The system provides steering input to avoid potential head-on collisions. Both ultimately pair with Vovlo’s Intellisafe City Safety technology, which includes pedestrian, cyclist, vehicle, and large animal detection with automatic emergency braking.
Volvo’s Blind Spot Information System can now use Steer Assist functionality to prevent drivers from changing lanes into other vehicles.
Ordering & Availability
Customers can configure their XC60 through the Volvo Cars website or place an order at their local Volvo retailer. Expect to see the vehicle hit the United States this fall.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
2018 Volvo XC60. Photo: Volvo Car USA, LLC.
Photos & Source: Volvo Car USA, LLC.



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Lotus Elise: The Sweet Spot Between Fun & Cost

Lotus Elise: The Sweet Spot Between Fun & Cost

When I first looked at the presser titled “Own the best ever Lotus Elise for a lot less,” regarding the new Elise I misread it as “Own the best Lotus ever.” And I almost had an infarction. “Whoa, whoa, whoa,” my brain said. Yeah, the Elise is a very good car. But the best Lotus ever?
No way.
That’s saying a lot, but there’s no way they can mean that for real.
I mean, do they really expect me to believe the Elise is as good as a Lotus 7 or a Europa? Yes, Europas had “issues” (typical reliability and a horrid gearbox) and yes, 7s don’t even come with heaters and paint (making them a little too Spartan for most buyers), but both of those cars would run rings around . . . oh . . . the best Lotus Elise ever. Well that’s completely different.
Chirping Crickets
Ever since it hit the road, the Lotus Elise has been an extremely hard car to argue against. It had all of the things Lotus traditionally excelled at – peerless handling, extreme lightweight, a certain style – with none of the traditional shortcomings – frightening levels of unreliability, sometimes iffy build quality, questionable practicality.
In large part, the Elise became just as viable a choice as anything the Japanese or Germans made (think about that for a tic) if not being exactly inexpensive. This was down to two main reasons: One, the build quality was way up, thanks to Lotus working with Scandinavian aluminum suppliers in how they manufactured their hydro-formed chassis/tub and then (literally) gluing it together, and two, they sourced the engine from Toyota.
Lotus Elise Sprint. Photo: Group Lotus plc.
Sweet Spots
Now, it seems that going with a Toyota plant is a complete no-brainer, but way back when, Lotus used to make the most bizarre engine choices. Who in their right mind would think a Renault engine would be a good choice when wanting to make a car more “livable” and “practical” and “reliable?” Colin Chapman, that’s who. Then again, for all his engineering genius, Chapman was notoriously bad at some things – like understanding what road car owners wanted and grasping finances (ask the British tax authorities and various banks about that last one).
But eventually logic prevailed, and now we, the gearheads of this world, are blessed with one of history’s most fantastic sports cars, the Lotus Elise. They are in so many ways just what a sports car should be. No bigger than necessary, light, agile to the point of being twitchy, powerful enough to get you into trouble, powerful enough to get you out of trouble, gorgeous, quick – the whole megillah.
Oh, and it’s cheap (relatively speaking). Cheap to buy into for the performance you get, cheap to run since the maintenance is low and, here’s the main point, it retains a ton of value over time. A lot of sports cars don’t. You buy something shiny and new and fast and sports car like, if not an actual sports car and, relatively speaking, it’s trade-in value drops like a zeppelin over New Jersey on a bad day.
Lotus Elise Sport 220. Photo: Group Lotus plc.


Value Added
What Car? a British car buying/rating magazine (and yes, it’s got a question mark in its title and yes, that’s annoying) just did a study saying the Elise is the slowest depreciating performance car on the market. Okay, yes, that’s the British market, but still, that’s good news. Since depreciation is the single biggest ownership running cost, over time, a car that retains more value like an Elise makes even more “practical” sense. Can you believe I just wrote that about a Lotus? Me either. But it’s true.
According to What Car? the Elise retains up to 95% of its original price after 12 months, and over 54% after four years with average mileage. That beats out correspondingly priced sports cars like the Porsche Cayman and, percentage-wise, the Elise outdoes exotic rivals like the Ferrari 458 Italia.
The current version of the Elise comes in two basic flavors, either the 1.6-liter naturally aspirated version or the 1.8-liter supercharged mill. Like all Lotus products, the Elise is extremely light. The Sprint edition is the lightest fully homologated car available in Europe, tipping the scales at 1,759 pounds dry weight. That is about 300 pounds less than a Miata, a car no one considers “fat.”
Pricing Figures
So, like me, you are tempted to buy a Lotus Elise, and yes, you understand that it’s going to retain its value rather well. But, you might ask, what’s the cost of entry? The Elise Sport starts at £32,300 while the blown Elise Sport 220 will set you back £39,300. The higher zoot Elise Sprint and Elise Sprint 220 will run you £37,300 and £44,300 (respectively) and the range topping, getouttamyway Elise Cup 250 cashes out at £47,400. Which, for us Yankees, works out between $41,928.63 and $61,506.24.
Would I buy one? Of course I would (finances and garage space not withstanding). Although I would probably go with an used model – on the used market, their asking prices put them less than newer 911s and 1st Gen NSX’s and such. And, let’s get down to brass tacks here, the Lotus Elise kicks serious butt.
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.
Lotus Elise Sprint. Group Lotus plc.
Photos & Source: Group Lotus plc.



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