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Review: 2020 Toyota Camry Hybrid

June 20, 2020 by Tom Williams Leave a Comment

Comedian Lewis Black loves to joke about the weather. In one sketch he wonders what it must be like to the be the TV weatherman in San Diego, home of possibly the most pleasant year round weather there is to be had in the US. Black ruminates on what does he say in the new forecast when it’s time to report the weather? “Um, it’s nice!” What more is there to say when it’s sunny and warm everyday? And so it was with our Camry when people who knew I had one on loan to review asked me my opinion of it. The short answer is, “Um, it’s nice.”

The Camry is a car that needs no introduction. While the Camry itself is now in its eighth generation, the first Camry Hybrid went on sale in 2007; the Camry Hybrid is now in its third generation.

The current Camry was all new in 2018, so it is still contemporary, and arguably the smartest looking Camry yet. The front end is a little too busy with its massive grill treatment, but apart from that, there’s little to argue with here. The greenhouse design is pleasantly elegant for a Camry. The rest of the car is clean, uncluttered, and, let’s face it , utterly forgettable. Our test car, finished in Predawn Gray Mica was of little help. However, there was one pleasant surprise. Nearly every hybrid I’ve driven is shod with the tiniest, whimpiest wheels the company offers. Those enormous sidewalls seem out of place and out of date on what is otherwise a car brimming with modern technology. Thankfully, our car was equipped with respectable 18″ alloys, so finally a hybrid that no longer looks like the whimpy kid of the parking lot.

One advantage of the Camry Hybrid is it allows buyers who prize fuel economy and environmental friendliness to do so without letting everyone else around them know it. While a Toyota Prius offers those same attributes, a Prius is also a statement car, like it or not. If cars were people, the Prius is that one person you know who’s on the Keto diet and does CrossFit and that’s all they want to talk about over dinner. The Camry Hybrid is the person who drives home from that same dinner listening to NPR, makes donations to their favorite causes, and quietly goes on with their life.

Inside, the Camry is no nonsense. Although it packs the latest in mainstream auto tech, it is refreshingly user friendly, with knobs and buttons available for most basic functions. All passengers enjoy ample room, and an easy to see out of cabin. Although our Camry Hybrid was top of the line, it didn’t feel premium. Make no mistake, the materials are of good quality, fit and finish cannot be faulted, and it will no doubt age better than I will. But finished in a frosty grey, the interior of this Camry leaves you cold. Even on a bright day with the sunroof open the Camry looks drab and austere inside. Thankfully, Toyota lets you choose a much warmer tan interior, and judging from the pictures, does wonders in fostering a much more inviting cabin.

The Camry is powered by a 2.5L four paired with the hybrid system to make a reasonable 208hp. Power gets to the wheels via a CVT transmission. While you won’t mistake the car for being swift, the Camry Hybrid offers usable, real world power. Merging onto highways and passing requires no advance planning on the driver’s part, and does so with no drama. On a clear weekend, I had the Camry Hybrid up in the hills of Litchfield County in northwestern Connecticut. The car happily went along with the curves and hills, never once upset or nervous. Granted, I wasn’t pushing the car hard, but the point is, the car was perfectly composed once the road started getting twisty. Of course, when it comes to hybrids the most important number buyers care about is miles per gallon, and the Camry Hybrid delivers an excellent 46MPG combined city/highway, a remarkable figure for a car of this size, and crammed with every available option.

The Camry Hybrid is available in base LE, sporty SE, and luxury oriented XLE. Regardless of which Camry is right for you, none will leave you without the basics one expects from a modern car. Our top spec XLE added the Driver Assist Package (Head up display, birds eye view camera, rear cross traffic braking and ventilated front seats), LED adaptive headlights, moonroof, and Navigation Package (Dynamic navigation and premium JBL audio). Including destination, our test car stickers at $39,619USD. That is not a typo, and yes, a fully loaded Camry Hybrid is just scraping $40,000. In talking to someone who owns a current Camry, she loves her car, but said she could never justify spending this kind of money for any Camry. I went to compare this price to the most expensive Honda Accord Hybrid. Similarly equipped, the Accord costs over $3,300 less. In the midsize family car hybrid market, that is a significant difference to buyers.

Yet, the Camry Hybrid, like the weather in San Diego, continues to be perpetually nice. It does everything you ask without fuss, and will do so for hundreds of thousands of miles if you treat it reasonably. It gives you all the benefits of a hybrid without forcing you to advertise it. Room, comfort and superlative fuel economy is a popular combination for buyers, and with the Camry Hybrid, you are not being asked to sacrifice much in return. Skip the drab gray interior though. And as for price, I suspect very few buyers out there are willing to go all in for a top spec, fully loaded Camry Hybrid XLE. All of the qualities that make this the car that it is are available at a price point that is far closer to the comfort zone of the average car buyer.

Review: 2020 Lexus LS500 F-Sport

June 4, 2020 by Tom Williams Leave a Comment

That Lexus is arguably the greatest success story of Japanese automakers creating stand alone luxury brands is no mystery to most, but for those of us who witnessed the birth of this now iconic brand, it’s almost hard to believe that there are millions of adults out there who have never known life without Lexus. Over a period of six years and costing Toyota $1 billion in development costs, the 1989 Lexus LS400 was the result of their best engineering, best design, best everything.

Thirty one years later, and now in is fifth generation, the LS continues to carry that mantle for Lexus. While that hasn’t changed, something of great significance has-what kind of cars people like to buy. The invasion of the crossover has affected nearly every segment of autodom, and luxury cars are no exception. Taking a look at the sales of the LS since 1989 tells the tale. 1990 was the best ever year for the LS, with nearly 43,000 cars sold in the US. In 2019, Lexus sold a fraction of that-around 5,500 cars. The current LS arrived in showrooms in 2018, which usually guarantees a sales bump, which it did, but a year later sales dropped by half. While there is no escaping this reality, I just cannot see Lexus quitting this car. Like Mercedes with its S-Class, the Lexus LS represents the latest and greatest engineering and technology. It is, and always has been, the flagship sedan.

The appearance of sophistication is apparent the moment you lay eyes on the car. Admittedly, the trademark Lexus spindle grill is not to everyone’s taste, but no one can say it is not imposing or aggressive. The side profile, and rear three quarter view are the best angles to appreciate the LS for the elegant car it aims to be. The sinuous, curvy flanks are a joy to behold. This is without doubt the most athletic looking LS yet. Yet it is lithe, and make no mistake, this is one leviathan of a car, and Lexus intentionally went for a true six window treatment (three aside) to emphasize that. In the past, Lexus has traditionally offered the LS in standard and long wheelbase versions, but not so with the current car. Which is no matter, as the new LS has a longer wheelbase than the outgoing long wheelbase model.

From its inception, Lexus has committed itself to coddling its passengers in luxury. And all the hallmarks are present-exceptional build quality, roominess, and high grade materials. Stepping into the LS, you are reminded this is a modern interpretation of luxury. Yes, there is wood, but its use is muted. Buyers seeking a more traditional Lexus interior would do well to forgo the F-Sport package that emphasizes aluminum over wood. In an age where gauge clusters are essentially just computer screens, designers are free to make them look anyway they want, and this is evident in the absence of the typical speedo/tach arrangement, with one large tach and speed shown digtally. Which is no matter, since the majority of the time you are reading the speed from the perfectly clear head up display.

Our F-Sport features their own seats with enhanced side bolsters. I found the seats to be quite comfortable and supportive, though perhaps a little moreso than the typical LS buyer would expect. Everyone will appreciate all the room they could want to get comfortable, and I appreciated the airy, easy to see out of cabin. Basic controls for audio, navigation and climate are fairly straightforward, but you need to use a pad on the center console to get to different menus to control what you want. You are forced to take your eye of the road to get to what screen you need, so you are strongly advised to have everything just as you want it before getting underway. Even when parked, you need to go from menu to menu to menu to get what settings you want. It’s elaborate, complicated and even at times aggravating-something I have never experienced in Lexus cars.

One of the biggest shocks of the fifth generation LS is that, for the first time, there is no V-8 under the hood. Instead, the LS features a 3.5L twin turbo V-6, good for a healthy 416hp, paired to a 10-speed automatic. Buyers can choose between rear and all wheel drive. Off the line the LS spirits away with little drama, but easily and effortlessly building momentum. The LS is in its element thundering down the interstate, as I was making my way to a mostly empty Atlantic City. A careful eye needs to be kept on speed as you storm your way along, and cars ahead part like the Red Sea when that aggressive front end fills their mirrors. It is in these moments where you are reminded these cars are constructed for titans of industry, and this driving experience is what they demand, and expect from a car of this caliber.

When not inhaling miles on the highway, the LS is a remarkably easy car to drive around town. It does not feel nearly as large as it is, but you are without question helped by various cameras and sensors. In sum, the LS is as effortless as ever to drive. However, there is one aspect I did not appreciate: our F-Sport package included sharp looking 20″ wheels, but those short, stiff sidewalls are no friend to the city streets of the Northeast US. Even setting the suspension to its softest setting (once I eventually found the screen to do that) was of no help; no amount of suspension tuning can make up for the lack of sidewall to impact all the potholes and uneven pavement that is a part of daily life here. If it were me ordering this car, I would make certain my LS came with the standard 19″ wheels.

As one would expect, any LS500 is a well equipped car out the door. There is only one model, but different packages will play a role in your LS experience. Our test car had the F-Sport package, and I seriously struggled in trying to figure out who wants a full size Lexus but with sporting pretensions. Apart from the F-Sport package and all-wheel drive, options on our car included 24″ head up display, 23 speaker Mark Levinson premium audio (exceptional), and panorama glass roof. Including delivery, our LS500 cost $89,855USD. That’s a princely sum, and I was exasperated when I noticed that doesn’t include heated rear seats-that’s an option, whereas that’s standard equipment on a top-spcec Honda Accord. Yet, even though we are well past the days where the LS needs to prove itself to belong in the same conversation as a Mercedes S-Class, the Lexus continues to undercut the Benz on price by thousands.

I wanted to love the LS500 much more than I did, and I suspect the F-Sport package is the culprit. It comes across as an unusual situation where by adding in extras, you are taking away from the purity, and inherent goodness of the original, intended product. The LS never was, and no matter what Lexus does, never will be a sport sedan, and I don’t know what focus groups told Lexus they demand that from this car. But I can see this is an inherently good car, and the good news is, Lexus has the LS500 buyers expect and is ready to sell.

Review: Alfa Romeo Giulia

January 19, 2020 by Tom Williams Leave a Comment

Late summer of 1984, my family moved to a new neighborhood. I was 11 years old, and soon got myself a newspaper route. One afternoon after school I was delivering the local daily paper and in the driveway sat a car that looked like nothing I had ever seen before. Since the house was on my route, I was able to get up close to this mysterious vehicle and the badge read GTV-6. The red paint was so lustrous, so deep it looked like you could dive into it. The well bolstered front seats were swathed in gorgeous Italian hides in a shade of tan that made tan exotic. The angled steering wheel, the font of the gauges so unique. I was experiencing my first Alfa Romeo.

With two daughters, the GTV-6 later gave way to a Milano, and finally a 164S. So taken was I with Alfa Romeo I vowed I would own one myself. While still in high school, I bought my own 1986 Alfa Romeo Spyder that I daily drove to school everyday in every kind of weather. Looking back now it is incredible how lucky I was to own that car, and it was such a joy to drive. Continental Motors in New Haven was the local dealer. Housed in an old brick garage, even the dealer itself was dripping with charm and character that no other cookie cutter dealership could match.

Here I am in Cape Cod, and there couldn’t have been many cars I’d rather have been driving. In college, I’d drive my Alfa the 250 miles to Lancaster, Pennsylvania. One winter in 1994, the area was hit with a blizzard with arctic winds and mountains of snow. It must have taken a week until I could get into my car. Bless her, she started right up, but within minutes the parking lot was engulfed in smoke. A trip to the dealer gave the fatal diagnosis-the engine block had cracked from the cold, and my joyous years with my Alfa Romeo had come to an end. The next year, 1995, Alfa Romeo quietly withdrew from North America.

Thirty five years after falling in love with my neighbor’s GTV-6, Alfa Romeo delivered a Giulia to my doorstep. And yes, I was excited. It is a sedan, yes, but it is a small one. And a rather striking, handsome one at that. From the front, it looks like nothing else on the road. Out for dinner in a sea of 3-series, the Giulia is a breath of Mediterranean air. Like a well designed Italian suit, there is no excess or gaudiness. The Giulia looks sophisticated, and self assured.

Inside, the Giulia is charming, and its own cabin to experience. The main gauge cluster with its hooded tach and speedo recall the Alfa Romeo Duetto. While many luxury cars revert to dark wood accents for a serious look, the Giulia sports light walnut that would have looked natural in a 1960’s Ferrari touring coupe. Leather dash, door caps with aluminum trim and pedals compliment the elegant cabin. Crema hides and our car’s panoramic sunroof combine to provide a light, airy cabin. Tasked with taking me to Atlantic City for Labor Day weekend, the Giulia was supremely comfortable, and the Harmon Kardon stereo was a welcome companion. I appreciated the knobs for the climate control.

However, I do have some reservations. Room in the backseat is at a premium, and getting in and out is not graceful. The trunk looked very small, and with a narrow opening, the Giulia’s practicality seems limited to grocery shopping or a weekend couple’s getaway. The graphics on the 8.8″ screen look hopelessly outdated; the navigation screen would have looked old compared to a ten year old Honda. Thankfully, the Giulia has Apple CarPlay and Andoid Auto, so you can overlook this flaw as long as you hook up your phone.

While other markets have different displacement engines and a choice of gas or diesel, North America gets a 2.0L turbo charged four, rated at 280hp. The wild Quadrifoglio is another story, for (hopefully) another review. All Giulia’s come with an 8-speed automatic. For a brand that is all about passion and driving engagement, I find it disappointing enthusiasts are not offered a manual. Thankfully, the Giulia is an entertaining car to drive. This is the first Alfa Romeo sedan designed as a rear wheel drive car since the 75/Milano was discontinued in 1992. All wheel drive is available, but unless traction is called for on the front axle, the Giulia is always in rear wheel drive. Boasting perfect 50/50 weight distribution, handling is delightful, and well controlled. You’d have to be pretty reckless to upset this car. With a 0-60mph time of 5.3 seconds, the Giulia is sufficiently quick off the line and in passing. Steering and brake feel (Brembo brakes BTW) should satisfy nearly any driving enthusiast. The automatic is a willing partner when it’s in the mood, but there were instances when the transmission software seemed at a loss of what it should do.

The Giulia is available in six different trim levels, each of which offer all wheel drive. Our TI Lusso AWD stands as the Giulia with an emphasis on luxury. While the Giulia comes standard with about what you would expect for a car starting at $42,495USD, our test car had nearly every option available. Including delivery, our Giulia cost $55,290USD. What’s more, the features I enjoyed most of our car-that light walnut wood, the aluminum pedals, Harmon Kardon audio, and panoramic moon roof were all options, and their absence would have taken away from the car. While I liked our Giulia, $55,000 seems just a bit too pricey.

Alfa Romeo’s return to North America is still too recent to predict its outcome. Many Gen X’er’s were still in school when Alfa left our shores, and its dealer network is small. Not known for Lexus levels of reliability when they left, buyers are likely gun shy about what modern Alfa Romeo reliability is like today. For some, however, the Giulia is a compelling alternative when every other small sport sedan on the road is either a 3-series or a C-class. Those willing to take the plunge will be rewarded with an engaging driver’s car, handsome looks inside and out, and of course, Italian character. Will it enrapture an 11 year old the way the first GTV-6 did with me? Probably not, but Alfa Romeo has the 4C for that kind of experience!

2019 ABC Supply 500 – More Racing, More Controversy

August 21, 2019 by ponycargirl Leave a Comment

Rain and more rain was predicted for the 2019 ABC Supply 500 at Pocono Raceway, but the dark clouds weren’t just in the sky. The specter of Robert Wicken’s 2018 horrific crash into the fence at Turn 2 lurked overhead as NTT IndyCar Series teams set up in the paddocks and welcomed race fans for the weekend. The 2.5 mile (4.023 km) Tricky Triangle seems to have its own micro climate with weather unlike anywhere else in Pennsylvania. Saturday’s first practice was scuttled when low cloud cover prevented the MediVac from flying to the track, then a torrential downpour quashed Qualifying. A two-hour practice session was scheduled for the afternoon once the track was dried. Championship points determined the starting grid, putting Josef Newgarden in pole position followed by Alexander Rossi, Simon Pagenaud, Scott Dixon, and Will Power. A hopeful Tony Kanaan had the fastest lap in qualifying, a blistering 216.354 mph.

There was hope for Sunday’s race – more rain wasn’t predicted until late afternoon, giving the drivers just enough time to finish the 200 laps before thunderstorms were supposed to blow through. The race didn’t stick to plan, though, and after the safety car pulled away and the racing started, it was deja-vu “all over again”. Three deep in the corner in the first lap, Takuma Sato pulled forward on the high side of the turn and clipped Rossi, who then went into Ryan Hunter-Reay on the low side. Sato careened into the wall collecting Felix Rosenqvist, whose race car eerily rode along the wall but fortunately avoided barreling into the fence. James Hinchcliffe – who can’t seem to catch a break at Pocono, and was also involved in last year’s Turn 2 crash along with Sato – hit the wall while trying to avoid the crash. Sato’s #30 Rahal Letterman Lanigan car turned upside down and was on fire, but he walked away after extracted. All except Rosenqvist were cleared by medical fairly quickly; Rosenqvist was alert and walking but went to hospital as a precaution. A 45-minute red flag delayed the race while the fence was once again repaired in Turn 2. Hinch returned to the race after being cleared. Despite the severe penalties for repairing the cars under caution, Rossi’s team fixed the car and re-entered the pit on Lap 75, and Hunter-Reay followed soon after.

Pagenaud snagged the lead early on, then his Team Penske mate Will Power took the lead in Lap 48, jockeying for the lead several more times during the race. By Lap 115, Power was in the lead followed by Dixon and Pagenaud. They would stay the top three until a full course yellow came out on Lap 126, quickly followed by a red flag to return to the pits because of lightning in the distance. The race was soon called and Power declared the winner as fans evacuated the stands. As the trophies were awarded in the cramped media center sans champagne and confetti, the violent storm arrived to unleash a barrage of hail.

While originally contrite about the crash, Sato holds firm that he didn’t turn into Rossi as he shot forward. Rahal Letterman Lanigan Racing issued a rare statement supporting his insistence that on the cockpit camera footage, he didn’t move his hands to turn. Rossi begs to differ, and the debate continues. The controversy over the crash was immediate on social media. Robert Wickens tweeted, “How many times do we have to go through the same situation before we can all accept that an IndyCar should not race at Pocono. It’s just a toxic relationship and maybe it’s time to consider a divorce. I’m very relieved (to my knowledge) that everyone is okay from that scary crash.” Sage Karam also tweeted, “Glad to see everyone is ok. Never a good feeling when you see something like that especially when it’s your brothers. Think the answer is clear that we should not be here. In my opinion that question was answered awhile ago.”

Commenters weighed in in various forums echoing Wickens’ sentiment, even calling for a suspension or full ban on Sato from the sport. However, the response from the three winners in the post-race press conference was a bit more measured. Regarding the actual crash, Power said. “Looking at that replay, I don’t know what happened there, whether Sato got a seam or something, but man – you just can’t do that. The seams down the back there, like you’ll see cars move around a lot. And maybe that’s what happened. Being three wide is pretty tough, going in there and getting close because it’ll move half a foot, it moves six inches either way when you’re on them. It sucked too to see it in Turn 2 on the first lap, I feel bad for the guys that were taken out that were in the championship too, especially for Rossi. But man, you just gotta respect these places, you do, in every situation, you can’t screw around much.”

Regarding the question on whether INDYCAR should continue racing at Pocono, Dixon weighed in saying, “Honestly, I feel bad for Pocono, the group of people here work extremely hard… some of the race was fantastic, it’s getting some really good momentum and hopefully it does continue, but (it’s) down to weather and some mistakes that happened on track that honestly could happen anywhere… I think the drivers in a lot of situations could do a better job to help that situation. Honestly, I hope we come back and I want to say a big thank you to everyone here at Pocono, the fans and everyone that comes out because it’s definitely a tough place. Will can tell you how rewarding it is to win here because it is so difficult to get it right.” Power continued, “I agree, it’s a great oval for us. Obviously it’s an unfortunate accident that, like Scott said, could happen anywhere, they kind of got a bad rap for that. But the crowd’s up 15% every year we come back so it’s getting better… It’s a good race track, man, it’s a good track for racing and I really hope we come back, I do… it’s hard to find good ovals these days that suit our cars.” Pagenaud added, “…it is a fun track to drive on, and really unfortunate because we’re close to New York, it’s a great market for IndyCar… And personally I love superspeedways, I think it’s been a bad – exactly what they said, a bad set of circumstances – and obviously when you’re travelling at such high speed a crash is a big crash. Hopefully we can come back and keep working with the people at Pocono, as a driver I really enjoy coming here.” INDYCAR at this time has not announced whether or not they will renew at Pocono for 2020.

ABB Formula E Championship Double Header in NYC

July 18, 2019 by ponycargirl 1 Comment

For the third year in a row, the ABB FIA Formula-E Championship took over the cruise terminal in the Red Hook neighborhood of Brooklyn, New York for the final two rounds of the 2018-2109 season. The open-wheeled electric racing series started out with a large dose of skepticism from the motorsports world and beyond with the mid-race car switch to accommodate battery depletion. However, this is the first season racing in the Gen2 cars that have enough battery charge to last to the end of the race, thus allowing a shift towards a more traditional pit lane and track layout. Gen2 cars have a top speed of 280km/h (~173 mph), with 0-60 acceleration at about 2.5 seconds. Remaining battery power is tracked on the driver standings during the race, showing most of the competitors with between 1-3% juice remaining at the checkered flag.

The series continues to advance their unique brand melding green power, Silicon Valley tech, and going fast with the new ATTACK MODE feature for the Gen-2 cars. ATTACK MODE is in the same spirit of, for example, IndyCar’s push-to-pass, in that it gives the driver an extra 25 kW of power to drive faster and harder for several laps. In order to get that extra bit of power, the driver has to pilot through the Activation Zone while racing – and teams only get the details an hour before the race start. The caveat is that they have to drive off the racing line in order to activate so it does cost the driver seconds, and if the zone is missed – as happened earlier in the season – those seconds are hard to make up without the extra power. Making everything feel a bit more like TRON, the protective Halo lights up with blue when the car is in ATTACK MODE, and magenta when they are using the FANBOOST.

The addition of the Jaguar I-PACE eTROPHY Championship as a support series has fleshed out race days, giving spectators more sportscar racing and less lukewarm filler of previous years. The Formula-E paddocks are still not accessible for most – with limited viewing even to those with VIP tickets, but the I-PACE paddocks were connected to the E-Village and accessible to all with a ticket regardless of price point. I-PACE paddocks also aren’t like those of other series – missing are the revving engines, exhaust fumes, and clinking of metal as team engineers deftly adjust combustion engines. The quiet, air-conditioned paddocks host dormant sports cars with blinking headlights – more like charging Cybermen than sleeping beasts. Drivers for the first season came from various global series including former Formula E drivers, NASCAR Toyota, LMP2, and perhaps most famously Katherine Legge from IndyCar and the now-defunct Nissan Delta Wing program. The electric race-spec I-PACE shares the 90kWh lithium-ion battery with the production model and can reach a top speed of 121 mph. Up to 20 drivers race for 25 minutes plus one lap.

Formula-E is not without growing pains, though. Following the FIA’s decision in June to ban Nissan’s twin motor powertrains for the 2019-2020 season, NISSAN E.DAMS driver and NYC Race 1 winner Sébastien Buemi said in the post-race press conference, “It’s been a tough season, lots of discussion about our power train… it’s been really political in a bad way from my point of view…. Clearly, you know to finish second in the championship is a good reward for the team, but on the other hand I’m sad that what we used this year will be banned next year. It just disappoints me massively because Formula E is about innovation in power trains and electric mobility.” He explained further, “I just hope in the future, you know, we keep the strengths of Formula E which is to, first of all, look for the sport, you know, and not for your own interests… I’m disappointed in the calling because it’s working very well now and we will not be able to use it. Again, you know, I have to accept it, it’s a decision taken by the FIA… we’ll live with it, it’s motorsport, sometimes it happens, but yeah, it’s a bit disappointing.”

That said, the rules and regulations are otherwise working well, keeping the series competitive (sending some side-eye to you, Formula 1). While Jean-Éric Vergne (DS Techeetah) was ahead in points going into the first race, three other drivers still had the chance to take the championship – Luca di Grassi (Audi Sport Abt Schaeffler), Panasonic Jaguar Racing’s Mitch Evans, and Buemi. Unlike last year in NYC when Vergne clinched the championship on day one, Buemi won the Saturday race leaving the championship to be decided by the final race. Panasonic Jaguar Racing’s Mitch Evans was second on podium, and António Félix da Costa/ BMW i Andretti Motorsport was third.

Ultimately, Vergne did win the championship on Sunday for the second year in a row after an exciting race that ended with Envision Virgin Racing’s Robin Frijns taking the checkered flag. Alexander Sims – BMW i Andretti Motorsport in second, and Sébastien Buemi rounding out the podium in third.

ABB FIA Formula-E Championship will return to New York City for the 2019-2020 season, but only for one day – the season-ending double header will now go to London. Why, Formula E? New Yorkers finally “got” racing and showed up in droves, and now you leave us? Is it our accents? IS THE RENT JUST TOO DAMN HIGH? London doesn’t have air condition in the subway like we do, I’ve been there, I know this! Well, I’ll still be here in New York next year, taking photos as the series continues to carve out its own niche in the world of Formula racing.

Review: 2019 Ram 1500 Rebel

May 12, 2019 by Tom Williams 1 Comment

For someone who loves reading and writing about cars, it should come as no surprise that I have my favorite automotive journalists. One of them is Ezra Dyer. In his early days at Automobile Magazine, he would rhapsodize about his father’s extraordinarily basic Dodge Ram pickup truck. Like e, Ezra is a New Englander. As a young kid, my grandfather, a retired forest ranger, would put me in his giant Dodge pickup he used for runs to his charcoal kiln. It had no carpet, not even a radio; that truck served one purpose-to work. Fast forward to early adulthood and my cousin would let me use his truck to drive from his cottage to beautiful Moonstone Beach in Rhode Island, nicely broken in like your favorite jeans, and I certainly didn’t worry about tracking in any sand. Call it a Yankee sense of practicality, the common thread with these trucks lay in their simplicity.

In 2019, pickup trucks are much different. Years ago, if your owned a truck you had a legitimate reason to. And that truck wasn’t usually needed to take the family to church or your date on a weekend getaway. Trucks of today are asked to be able to function like a working truck while delivering all of the amenities of a passenger car. Dodge started using Ram for its pickups from 1932 to 1954. In 1981, Dodge resurrected the Ram name. In 2011, Ram became its own brand. For 2019, the Ram entered its fifth generation. The Rebel joined the Ram pickup family in 2016 as the Ram built for off-roading.

For a truck built to go off-rad, it certainly looks the part. The Rebel gets its own unique styling. Knobby all terrain tires, tow hooks and an overall serious demeanor suggest this Ram wasn’t built to just haul mulch from the local garden center. As a result, during my time with the Rebel it got a LOT of attention. I get to drive plenty of new cars for The Garage, and most of the time no one pays any attention. That all changes when I get a truck. One guy pulled over to the side of the road while I was walking up to it just to ask me questions about it. I was asked if this was Ram’s answer to the Ford Raptor-a good question. While it is down on power, from its looks to off-road ability, yes, this is the closest truck Ram builds to the Raptor. With its striking red and black exterior, the Rebel attracts plenty of attention. Much like how men gather around whenever you’re grilling something, men, complete strangers, will want to gather around to look at, and talk about this truck. And anyone who came up to check it out was mightily impressed.

And that’s before anyone stepped up to examine the Rebel’s cabin. While Ram offers trims that are even more opulent, our Rebel had nearly every conceivable amenity many luxury car buyers would want. Solidly constructed, the materials gave an impression of durability. The general impression being the Ram is ready to take a bit of a beating inside and put up with it. Ram engineers are aware that many of their customers use their trucks as a mobile office. There is storage galore, and an impressive number of power and USB outlets. Our Ram truck had Apple CarPlay and Android Auto, making this truck an instant extension of your smart phone. The Ram’s UConnect infotainment continues to be intuitive and easy to use. It is worth mentioning the Ram’s back up camera is without question, the clearest I have ever seen on any car or truck, and if you are towing anything, you will seriously appreciate that. For all its toughness, the Rebel is very comfortable up front. Our Rebel was a quad cab. I’m 6’1″, and while I fit in the backseat, my knees were up against the front seatback, That, and its upright seatback, the rear is acceptable for a quick trip but that’s about it. Buyers needing more rear seat room would do well to get a Ram with a crew cab. If I am reviewing a car equipped with SiriusXM satellite radio, I will typically tune in to the stations that play the alternative rock of my college days. But none of it ‘felt’ right while driving he Rebel. So strong is this truck’s personality that Tom Petty Radio was the only music I would listen to for my week with the Rebel. For any modern vehicle brimming with all the latest technology to have that much character really says something about this truck.

While other Ram trucks offer a V-6 under the hood, that engine is not going to do you any good if you intend to actually take the Rebel to do what it was built for, and that was to leave the paved road behind you. With that purpose in mind, all Rebel’s have a 5.7L Hemi V-8 with 395hp, paired to an 8-speed automatic. The Rebel always in 4×2 mode until you select 4×4. Puttering around town or humming down the highway, the engine is quiet, but once you stomp on the throttle the Hemi comes to life with a glorious roar, and it feels like you’re driving a muscle car that can haul things. Speaking of hauling, Ram 1500’s with a V-8 can tow up to 12,750 lbs, and can handle up to 2,300 lbs. payload on the bed. All of that power is handy for when you need it, but for a truck with this level of capability, it’s absurd to expect much in the way of fuel economy. At least the Ram has a 28 gallon fuel tank so you are not constantly at the pump. In addition to the all-terrain tires and tow hooks, the Rebel differs from other 1500’s with an upgraded suspension, a locking differential, skid plates and hill descent control.

It would be safe to assume that a truck built with the capability of tacking difficult off-road situations would have to give up a lot in terms of day to day driving comfort, but with the Rebel you would be dead wrong. Ram 1500’s use a coil spring rear suspension, while other trucks use a less sophisticated leaf setup. The result is a truck that doesn’t ride like a truck. I took the Rebel for a leisurely weekend trip to the Berkshire Mountains, and I was simply amazed. Even over rough pavement, the Rebel is remarkably composed. If not for the fact I could see the truck’s bed behind me, it feels like you are driving a large crossover. It is simply a remarkable feat that Ram engineers could build such a capable truck that offers unparalleled levels of refinement.

In addition to all the equipment unique to the Rebel that we already mentioned, other standard equipment includes a power drivers seat power rear sliding window and SiriusXM radio. Options on our Rebel included an 8.4″ color touchscreen display, dual zone auto climate control, Apple CarPlay/Android Auto, heated front seats, heated steering wheel. front and rear parking assist, remote start, premium audio and blind spot detection. sticker price came to $54,250USD, including destination.

I often thought of my grandfather and his brute, no frills Dodge pickup while I was driving the Ram. I usually got stuck on how I would tell him that it is possible to have a truck that can do everything and more that his truck could but ride the way he would expect a luxury car would. Because if he wanted something nice than his single purpose truck, well, there was always my grandmother’s Chrysler LeBaron. The pickup truck as we know has evolved a long way from what I remember from my childhood, but with the new Ram, I feel like the goalposts just got moved forward. When it comes to trucks, most buyers are unwaveringly loyal to their brand of choice. Anyone shopping for a full size pickup truck, regardless of where their loyalties lie,, owe it to themselves to take a serious look at the Ram 1500. It is really that good.

Review: 2019 Toyota Avalon Hybrid

March 30, 2019 by Tom Williams 2 Comments

We seldom stop to consider what a dizzying variety of options one has when it comes to picking out a new car today, especially when you consider how mind bogglingly simple it was once only a few decades ago. If you had a family and you needed to carry them and their belongings around, you would choose either a small, medium, or large sedan or station wagon. That was it. There were no minivans, there were no crossovers, and it was out of the ordinary for a family to buy an SUV for an everyday family car. Ford stunned the industry when it announced it was essentially going to let all of its sedans die off in North America. GM is killing off their large front wheel drive sedans. People are still buying large sedans, and as key players fall by the wayside, the companies still in the market will gladly take up the demand. But for what is such an old concept-the large sedan-how does it remain relevant in 2019?

The Avalon has been Toyota’s flagship sedan since 1994. For 2019, the Avalon is all-new, and now entering its fifth generation. While many consider the Avalon simply a larger Camry-which was once the case-the Avalon rides on its own platform that is shared with the Lexus ES. The Avalon is a large sedan, but its proportions are just right. Early Avalons were dismissed as Toyota’s idea of a Buick. A study also revealed that in North America, Toyota attracted the oldest buyers. A middle age or younger car buyer hears that Toyota’s are favored by old people can be enough to be a deal breaker. So in response to that, I do not find it surprising that contemporary Toyota’s are now looking edgier. Looking at the Avalon from the front or front 3/4 view, there is just no getting around that front fascia. To say it is overwrought is an understatement. Enormous front ‘grills’ seem to be a thing these days, and I predict this look is destined to not age well. Look at the rear of the car, its pleasant enough but entirely forgettable. There is just nothing to suggest this is Toyota’s premium sedan. Which is shocking, because when you take the Avalon in from its side profile, there is no question this is the most expensive four door Toyota offers. As a whole, the Avalon’s appearance is alright, but incoherent. You feel differently about this car depending on what angle you are viewing it from.

Inside, the Avalon is a grand slam homerun. There is simply no mistaking you’re sitting in the most luxurious car that wears a Toyota badge. Quality of materials and fit and finish are exemplary. The quilted leather and real wood accents confirm this is not a car that aspires to be luxurious, it simply is a luxury car, without question. Controls are intuitive and easy to use. The seats offer exceptional comfort, and as expected, the Avalon provides a very roomy and airy cabin. With all the quiet and comfort you could want, the Avalon is a perfect setting for long, relaxing drives. The Avalon is Toyota’s first car to come with Apple’s CarPlay (sorry Android users, your phone cannot connect). It is worth mentioning that in cars that were sold in regular and hybrid versions, hybrid owners had to be wiling to make a considerable sacrifice-trunk space. I have seen full size hybrid sedans have a trunk that might hold enough luggage for a weekend getaway but little else. Not so with the Avalon. With the batteries underneath the rear seat, you are able to enjoy the large amount of trunk space buyers expect in a car of this size.

The Avalon Hybrid is powered by a 2.5L four cylinder along with two electric motors to make a combined 215hp with a CVT transmission. While the numbers suggest that is not much horsepower to move a car of this size, in reality the Avalon keeps up with highway traffic with no problem at all, and never seems strained. Yes, there are buyers who will only accept the sound of a silky V-6 under the hood, and the regular Avalon delivers just that experience. But consider this-the Avalon Hybrid costs about $1,000 more, but delivers 70% better fuel economy. In the long run, the Hybrid makes more sense. Our perception of the luxury car experience is also evolving; exceptional fuel economy is also an accepted qualifier for luxury today. The typical Avalon buyer isn’t going to be doing any stoplight drag racing to begin with, and with such an unobtrusive drivetrain, you don’t feel like you’ve given up anything in the name of saving gas, The EPA gives the Avalon Hybrid 43 MPG, but my test car was telling me I was getting 37 MPG in mixed driving. That is a remarkable number for a full size luxury car.

The Avalon Hybrid is available in three trim levels; our test car was the luxury oriented Limited. Standard equipment included 18″ alloy wheels, LED headlights, moonroof, premium JBL audio, navigation, head up display, power heated steering wheel, leather power heated and ventilated front seats, heated rear seat, Qi wireless phone charging, pre-collision system, lane departure alert with assist, automatic high beams and dynamic radar cruise control. Our test car had the optional Advanced Safety Package, which added intelligent clearance sonar, bird’s eye view camera with perimeter scan and rear cross traffic alert with braking. Including destination, our Avalon Hybrid had a window sticker of $45,118USD. Remember when I mentioned the Avalon shares the same platform and drivetrain as the Lexus ES? A Lexus ES Hybrid equipped similar to our Avalon would set you back an extra $9,000. With that in mind, the Avalon represents a solid value for a luxury hybrid sedan.

While the notion of a full size sedan is a decades old proposition, the Avalon Hybrid points to the future of the genre. It is tough to argue the pros of a luxury car boasting the latest in technology and luxury features that boasts fuel economy figures you’d be happy to be getting in a basic, no frills Corolla. This combination is the new definition of luxury. While I question that front-end styling, the Avalon Hybrid is a full size sedan that is completely relevant in today’s automotive marketplace. Ford and GM may have thrown up their hands and walked away, but Toyota has proven this is a breed of car worth building.

Review: 2019 Toyota Highlander

March 10, 2019 by Tom Williams 2 Comments

In the summer of 1989, my friend’s mom had driven a group of us to Riverside Amusement Park in Massachusetts. After the end of a fun day, I was asked if I, who had a newly minted driver’s license, would like to drive home. Would I?!? I gladly got behind the wheel of the Funaro family hauler-a Buick Electra Estate Wagon-and floated on down the highway. As I drove us all back to Connecticut, what was not going through my 16 year old mind was “What kind of car would we all be driving when we’re all grown up and have kids?” Fast forward thirty years to the present. I post a pic of this Toyota Highlander on social media, and my old friend Nancee proudly proclaims “That’s my car!” And here we are. My generation has largely ignored the station wagon, and there are those of us who wouldn’t be caught dead in a minivan. If Generation X wasn’t rushing to buy a Camry wagon, and a true SUV was too harsh, what does Toyota do? Take that Camry platform, and build us a crossover.

The first Highlander arrived in 2001, making it one of the earlier crossovers. Now in its third generation, today’s Highlander has been around now since 2014, so it’s hardly new. In 2017, Toyota gave the Highlander a facelift, but apart from some other minor tweaking, Toyota has pretty much left it alone. Buyers are certainly not complaining-in fact, 2018 was the Highlander’s best sales year ever, with over 244,000 Americans taking home a Highlander.

Buyers like crossovers for their practicality-they need to comfortably hold passengers, and their belongings, so stylists have to work around those parameters. The Highlander is certainly contemporary, but what I found interesting was just how aggressive the front-end styling was. Parked near my neighbor’s older 4Runner, a very capable off-roader, I was taken aback at just how angry the family friendly Highlander looked in comparison. Out in the wild though, the popular Highlander tends to get lost in the crowd. I’d see another Highlander, or at least I thought I did, so I found myself always making a double take to be sure. On its own merit, the Highlander is a handsome car, it’s just a little forgettable from any angle except the nose and is easily lost in a crowd.

Of course, what matters most in any crossover is its cabin. The Highlander is a pretty substantial vehicle, so it should come as no surprise there is plenty of room inside. Back to my friend Nancee, who, when asked why she picked a Highlander, explained her teenage son is already over 6′ tall, so a roomy rear seat was a must, and in this regard, the Highlander delivers. The three-row Highlander can seat up to eight, but it’s worth noting the third row will not hold an adult. Seating falls to seven if you choose second row captains chairs. The interior of the Highlander is a very pleasant place to spend time. I appreciated the soft touch materials. There is storage space galore and multiple USB ports. Gauges and controls are easy to understand. While I appreciate having knobs for various adjustments, the buttons flanking Toyota’s aging but still excellent infotainment system lacked tactile feel. Our top of the line Highlander had nearly every feature most buyers could want-nearly-the absence of Apple CarPlay was a little disappointing. Overall, the Highlander was very comfortable, and with industry leading build quality and high grade materials, the impression I get is this is a car that is intended to hold up for a very long time.

Under the hood, the Highlander gives buyers two choices. Base cars receive a 2.7L four cylinder paired to a six-speed automatic. You can only have front wheel drive, and with only 185hp pushing a car this large, this sounds like a tall order. Our Highlander had the 3.5L V-6 paired to an 8-speed automatic. With 295hp and available all-wheel drive, this is far more suitable to the Highlander’s character. The EPA gives fuel economy ratings 20/26 MPG city/highway, but the trip computer in my car never budged its average above 18 MPG. It’s worth mentioning here that if fuel economy is that important to you, there is a Highlander Hybrid available. Power is perfectly adequate around town and for highway cruising. At highway speeds the Highlander is extremely quiet and composed. I appreciated the weight that gradually builds up in the steering as your speed increases. For a car designed to haul your family around in comfort, the Highlander more than meets expectations.

The Highlander is available in six different trims, with the base Highlander starting in the low $30’s. Our test car was the top of the line Limited Platinum. Standard equipment was leather seats, front heated and ventilated seats, power seats, second row sunshades, premium JBL audio, an 8″ touchscreen with navigation and SiriusXM radio, 19″ wheels, panoramic moonroof, second row heated seats, heated steering wheel, rear power ligtgate, rain sensing wipers, front parking sonar, Lane Departure Alert, Pre-Collision System, automatic high beams and dynamic radar cruise control. Out the door, our Highlander had a window sticker of $48,319USD. That is not inexpensive, but you are getting a high level of equipment, and a Highlander outfitted such as this one is essentially a luxury car. With so many trim options available, I suspect most buyers will gravitate to the mid-level XLE, as my friend did.

So yes, thirty years after the question I didn’t ask myself, the crossover is the choice my generation has made to haul themselves and their families. Over the years, the Highlander has evolved from a sort of tall station wagon to something that looks how you might expect an SUV to appear. And although the Highlander is no longer a new design, buyers continue to open their wallets. The true luxury of the Highlander goes far beyond any of its available features. For buyers, the true luxury of the Highlander is how seamlessly it fits in to their busy lives, and knowing they can ask nearly anything the car was meant to do, and the Toyota will happily go about its work without the slightest protest, Trips to amusement parks included.

A Few Words With Reigning Indy 500 Champion Takuma Sato

May 25, 2018 by ponycargirl Leave a Comment

On Sunday May 27, 2018, the Indy 500 will be raced for the 102^ndtime. When the dust settled on Bump Day, the 33 drivers that qualified wasn’t a surprise but the two that didn’t make it was definitely a disappointing shock. Pippa Mann in the #63 Dayle Coyne Racing kept losing speed, and James Hinchcliffe had issues as well and neither made the cut. Ultimately Hinchcliffe announced Thursday that all options were exhausted, ending all chances to race on Sunday – and will no doubt affect his current #5 position in championship points. Danica Patrick, in her final race before retirement, rounded out the top nine at 9^thon the starting grid.

In the week leading up to the 2018 Indy 500, drivers traveled to different cities to publicize the race. Reigning champion Takuma Sato visited New York City where he was toasted by the Japanese Ambassador and talked with the media. I was able to chat with Sato, an all-around nice guy and consummate sportsman, for a couple minutes and ask him about the exciting last five laps of his win, what winning the race means to him, and what the competition in this year’s race looks like.

PCG: In last year’s Indy 500, I couldn’t breathe in those last five laps before you took the checkered flag. Can you speak to how important it was to you to win and take the [Borg-Warner] trophy to Japan?

Sato: Well, as I said on the stage here it was just an unbelievable experience and was really the significant moment in my life and it just feels amazing really and every single aspect was a huge experience for me. And like you said, yes, bringing the trophy to Japan is one of amazing story because not only my ambition but also for the entire Indycar and all winners in 83 years of history they’ve never done it in our strategy. So I think a lot of people’s commitment showing a lot of people’s appreciation is really truly showing that it is happening and I don’t know how to say, but it is just a dream come true.

So the last five laps was very touch-go move because for me… So 10 laps to go and Max Chilton, another driver leading the race and he by himself is really fast, so… I mean could overtake him but it was really risky because he was so fast. And I was just trying to figure out how I can overtake him as well as how I could protect him as well. So I was learning on quite a few laps. And Helio Castroneves charging me and he overtook me, impressive move in turn 3 on outside. When I saw it I knew that Helio is doing the same thing to Max. So instead of chasing Helio I basically let him do it. And in fact, he overtook him two laps later and then he lost momentum – so Max lost momentum – that’s the time I could overtake him. Now it’s between Helio and I, right. So I could wait until last lap to overtake Helio, however if I do so, what if there is a yellow comes in, right? And that means I will be finishing in second before I challenge, and I didn’t want to make that happen. However, if I overtook with three laps to go he will re-overtake me and that would be the end of the story. So I was thinking, how do we do it? And five laps to me is the magic number. Because I overtake him, see how many laps he can take to come back and attempt, whether it was first lap or second lap, or third lap. And the only thing I didn’t know was whether he couldn’t or didn’t. If he didn’t that would be a problem because that means he could be out of sequence. However when I saw him make an attempt three laps later I overtook him which is two laps to and by that time I realized if I could hold the pace I could win because by the time I pull away he takes another two laps to come back which is checkered flag. So to me either way the five laps to go when I lead I can do very… how to you say in English?

PCG: Strategic?

Sato: Noooo… Flexible! Can be very flexible in any circumstance. So that’s the way I saw it. And it became as I saw it. And obviously this is a rare case because usually the reality doesn’t go to the way you planned it. But – that was the day I got so much luck, so much environment, physically I have a very fast car, and mentally I was so relaxed and strong and I was able to compete on the highest level with the guy I could trust one hundred percent because Helio Castroneves is the guy to beat for Indy 500 so I was very happy in that moment.

PCG: In this Indy 500, you will be racing with five previous winners. Are you looking forward to a really competitive race?

Sato: Yes! I’m really looking forward to it, in fact it’s going to be a really tough challenge, honestly speaking, of course, nothing is impossible so I will try my best but looking at the circumstances it will be extremely tough to do the race but I think it will be great. Obviously, Alexander Rossi, and Helio Castroneves, Ryan Hunter-Reay and Scott Dixon and myself… who else, I don’t know, but it can be anybody else. So I think it’s going to be a great show for sure and any of the result I think I will accept, however, hopefully I wish we can have a big smile after the race, yes.

PCG: After some of the issues in practice, are you feeling more confident going into Friday’s practice?

Sato: I think the honest answer is yes and no. Physically and mentally myself I am ready to take action, of course. The car, unfortunately we had some issues, we have some struggles, but I think the engineers work so hard and squeeze out the last one percent of speed for Qualifying 1 and Qualifying 2 showing a huge step forward so I believe we can build a car as competitive as possible to check the things on the fly on Carb Day and if that’s the case, I think a 16 spread has no meaning. I can move up and I can compete for the win and that’s what I want to do.

PCG: Thank you for your time and good luck!

: Sato being interviews

: Sato with the Japanese Ambassador

: Champagne toast

Two Days with Monster Jam in New Jersey

May 18, 2018 by ponycargirl Leave a Comment

Monster trucks have come a long way since the days of smashing cars between tractor pull events. Over the years, Monster Jam as evolved into multiple divisions staging events at stadium and arenas in North America as well as international venues in Australia, Europe, and South America. Winning drivers from all series compete in the Monster Jam World Finals traditionally in Las Vegas.

If you’ve never actually been to Monster Jam, it’s a cacophonous cross between Mad Max and professional wrestling. Each truck has its own personality with bold graphics more like a Misfits album cover (early Misfits. You know, when they were good) and truck names like Gravedigger, Zombie (with actual bouncing zombie arms), Max-D with metal spikes, Great Clips Mohawk Warrior (it has a mohawk), and Rage with a huge anarchy sign emblazoned on the side. Punk rock sensibilities aside, there is something for everyone with other trucks such as Scooby Doo, Lucas Oil Crusader, or team Team Hot Wheels Firestorm.

Zombie

Underneath all of the eye-popping graphics, though, is some serious gear. I had the opportunity to spend the morning talking with some drivers and climbing around their trucks the day before Monster Jam at MetLife Stadium in the Meadowlands, New Jersey last week. Essentially spec trucks, most of the Monster Jam trucks are fabricated by Feld for the series. Chatting with Tom Meents, a driver in the series since 1993, I found out that the engines are ,500 horsepower. Going full throttle, a truck can burn 5 gallons of methanol– around a quarter of a tank – in 17 to 22 seconds. Any repairs, refueling, or tire changes are generally done off course within the stadium, not in a traditional motor sports pit set-up. The tires are almost 700 pounds, so it’s not a precisely orchestrated change done in seconds.

Monster Truck tire change

Potential drivers audition and are trained at Monster Jam U. Kayla Blood and Brianna Mahon, both with several years of Monster Jam experience, started at Monster U after previously competing in motocross and other sports. They say it is helpful to have a motorsports background, but not necessary. Looking at the driver roster, it’s obvious that there are a lot more women racing Monster Trucks than there are in most other motorsports. In fact, it was only in 2005 when the first woman – the legendary Madusa – won the Monster Jam World Finals racing championship. Blood is on the El Toro Team and has been competing since 2016, and Mahon since 2015. This is Mahon’s first year in her own truck Whiplash, with black and teal graphics and a more “country girl” personality. Both drivers say that it’s a really great atmosphere in Monster Jam, and it’s one big family. Mahon is especially conscientious of how much representation matters, and likes inspiring the little girls that love the series.

Whiplash

Installing the actual track is fairly intensive. MetLife Stadium is where the New York Giants and New York Jets play – it’s a football field with turf. For obvious reasons, the trucks don’t race on the football field itself, rather, planks of plywood are put down over the grass. Approximately 7,500 tons of dirt is spread on top, creating the dirt floor, ramps, and mounds for the trucks to race and perform stunts. Tear down happens fairly immediately after the end of the show, as the grass will start to die after more than a couple of days stuck under the track (in arenas with grass). The dirt is then stored locally to be reused in the following year’s Monster Jam.

The afternoon of the race, the trucks are brought out for the fan-friendly Pit Party. Fans can meet the drivers and get autographs, and sponsors have special booths out as well. It’s like Halloween party in May, really – cotton candy comes with masks for trucks such as El Toro Loco or Grave Digger. I took one of the Monster Jam truck rides – two trucks especially equipped with seats in the back – whipping around the parking lot at top speed. There’s a lot of fun things for kids like learning how to drive an ATV and BMX bike shows.

Monster Jam Pit Party

Unfortunately, because of this never-ending rain we are having, both the practice I was going to watch the day before and the private track walk before the Main Event were cancelled due to the extremely muddy track, as well as the Two-Wheel event during the show. As the trucks made their entrance for the Main Event, the rain started to pour again. However, Monster Jam happens rain or shine, and the mud ensured an interesting evening. The first half is the race – growling trucks line either side of the arena, matched according to a bracket. In New Jersey, the trucks circle the course opposite and navigate over jumps opposite of each other. The first truck to cross the finish line wins the heat. After the second round, from the starting field of fourteen, Grave Digger faced Brutus and Team Hot Wheels Firestorm raced against Whiplash in the Semi-Finals. Ultimately Grave Digger took the win over Team Hot Wheels Firestorm in the Final.

Grave Digger

After an intermission, they all come back for the Freestyle and undoubtedly most fun part of the evening. In the freestyle competition, each truck has two minutes on the course to performs stunts and wow the crowd. The fans are involved in the scoring and have twenty seconds after each competitor to score via smartphone at JudgesZone.com, where the scores are then averaged. At this point, the trucks resembled angry mechanical mud bugs writhing around the course. The conditions weren’t right for the spectacular, crowd-pleasing backflips, but there was a lot of big air, sky wheelies and mud-spewing donuts. There were also a couple of tire blow-outs, roll overs, and Mad Scientist quite literally blew up on the track. Halfway through, the edges of the track were littered with the carcasses of the trucks that didn’t make it. Muddy, muddy carnage. Still, VP Racing Fuels’ Mad Scientist won the Freestyle vent with a high score of 9.109. Great, great fun.