Radwood Ferrari Portofino + Long-Term Genesis G90 + Toyota Camry Cup Car + Daytona 500

RADWOOD FERRARI PORTOFINO + LONG-TERM GENESIS G90 + TOYOTA CAMRY CUP CAR + DAYTONA 500

CAR CULTURE MARCH 12, 2018 SINCE 1958 MADE IN DETROIT DRIVING MATTERS® NOT JUST A RETHINK. A RE-EVERYTHING.

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NOSTALGIA DRAGS

YOU PROBABLY DIDN’T expect to see a Quattro on the cover. We didn’t, either, until Autoweek alum Blake Z. Rong and photographer Kevin McCauley returned from Radwood. Radwood was founded by Autoweek contributor Bradley Brownell and a few friends. It’s open to ’80s and ’90s cars, and attendees dress in vaguely period clothing. It’s basically a low-buck Goodwood Revival without racing. And everything is fluorescent. Oh, and it’s organized and attended mostly by people who are supposed to be killing chain restaurants and watching prestige TV, not hanging out looking at cars! To me, the most interesting thing about Radwood is a lot of the people involved aren’t old enough to be nostalgic for ’80s cars. I was born in 1982, so while I have memories from the ’80s, I don’t remember the ’80s. That’s probably true of a lot of Radwood attendees. I do remember being at a mid-aughts CCCA or AACA meeting where members fretted about what would happen to their cars when the people in the room weren’t around to take care of them. At the time, even approximations of muscle cars were gobbling obscene amounts of home equity money at auction. Another guy mentioned that club members had been freaking out about the popularity of muscle cars since muscle cars were new and that the “real” classics always seemed to find a nice home. I believe that remains the case today, though if you know where the cheap Duesenbergs are, please drop me a line. The common thread (you have to be looking for one by now) is the idea that car culture’s appeal goes beyond nostalgia. You and I know plenty of people young and old spend- ing all their time and money on cars that predate them by decades. This stuff is fun—there’s intrinsic value in it regardless of when you were born. And hey, if you did have your driver’s license in the ’80s, give in to the pull of nostalgia and get to the next Radwood. You may have knowledge that could be invaluable to a Radwood judge tasked with verifying the period authenticity of a car phone.

RORY CARROLL PUBLISHER

You can reach me directly on Twitter @rory_carroll or at [email protected]

ABOUT THE COVER

Brash style, bold colors, a tech megadose: All those and more apply to the Audi Quattro, but they’re also defi ning traits of the time period that birthed it. With its focus on the cars of the 1980s and 1990s, Radwood is a show that celebrates everything we love (and love to hate—or at least roll our collective eyes at) about that particular era. But while there’s more than a bit of self-referential humor on display alongside the cars, Radwood is much more than a self-indulgent irony-fest—as with the Ur-Quattro itself, there’s real substance to back up the fl ash. Photographer Kevin McCauley ably captured the look and feel of the event’s second iteration, Radwood 2.

INSIDE THIS ISSUE MARCH 12, 2018

UNPARALLELED As versatile as it is svelte 14 and stunning, the nimble 2018 Ferrari Portofino is worth every penny BY J.P. VETTRAINO

CAR LIFE COMPETITION PRESS

08 A GATHERING OF DUDES 24 THE CAMRY QUANDARY Don the finest of neons, grab your toaster-size Toyota’s sheer prowess and dominance in the 2017 phone, hop in a sweet Audi and head to Radwood, Cup season raises some competitors’ eyebrows a celebration of all things delightfully ’80s and ’90s BY MATT WEAVER BY BLAKE Z. RONG 28 LEADING THE WAY 12 MARKET NASCAR president Brent Dewar takes an active role 1988 Porsche 911 Turbo Flachbau in running the series and courting a younger audience BY MATT WEAVER DRIVES 34 THE WIRE REDEFINING LUXURY 20 36 RACING ON TV The long-term 2017 Hyundai Genesis G90 is an adroit, affordable entry in the high-end sedan market DEPTS/COLUMNS BY ANDREW STOY 06 OFFSIDE UNDO 22 ESSENTIALS BY DUTCH MANDEL 2018 Buick TourX 2019 Jeep Cherokee 44 BUT WAIT, THERE’S MORE

NEW NISSAN ALTIMA SPIED ANOTHER CLOSE CALL ONLY ON AUTOWEEK.COM A floating infotainment screen is part of the popular family NHRA legend John Force’s crash sends him to sedan’s next interior: bit.ly/aw-19altima the hospital: bit.ly/aw-jfcrash

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OFFSIDE UNDO

BY DUTCH MANDEL

The second trip really tested mettle: a 9,000-mile tour around the country with my wife riding shotgun and armed with a gen-u-ine atlas. Yep, I didn’t once relinquish the wheel of our THE JOY OF SHARING Chevrolet Tahoe, whether cutting along the Blue Ridge Park- way, gliding Interstate 80 through the Badlands or seeing black bears in Yellowstone. We ventured to California wine country and then hit the Bob Bondurant School of High Performance Driving in Chandler, Arizona. The breathtaking beauty of New Mexico’s national It should not come as a shock that while growing up, I did not parks didn’t evade us—a run to Denver and a straight shot to play well with others. Chalk it up to being competitive, or may- Michigan (for Autoweek’s Cars in Corktown event), then back be I was just a pain in the tuchus. in the Tahoe to South Carolina to complete the journey. Never In time, I softened. And now, playing well with others — once were we lost. when appropriate—is something I choose. The joy of sharing That was the joy of driving on a grand scale, but it doesn’t comes naturally, and most natural is to share the joy of driving. need to be so big. Today I got an email from Mazda’s John Last summer, I shared several long drives, each of which Doonan, who was quick to share that his son, AJ, just earned was special in large part to the company, yet also because of his driver’s license. John’s joy of sharing that moment was ines- the journey itself. You can still have fun just driving. capable; that his daughter, Maggie, is a year from this goal was The first was in a Mercedes-AMG GLE43 around Northern also palpable. California and into the Sierra Nevada. Son Clay asked to drive Do not underestimate the joy of sharing—cars, moments, the coast from San Fran to LA, but Mother Nature’s mudslides people and our lives—courtesy of the car. This is one thing I prevented that. Still, we ventured out on a kind of back- yearn we never lose in the age of autonomous cars. ward-looking vision quest as I shared with him my old stomping grounds, including Autoweek’s HQ when it was in The City; the East Bay town of Lafayette, California; and Reno, Nevada. We visited people important in our lives: Michael (he was always “Mike” to me, or one-half of the Brillo Brothers Racing Team with yours truly), who taught me how to wrench on a car; Danny and I reminisced about how he introduced me to Clay’s mother; and Tony, who lived the No Fear life before it came and We’re glad former Publisher DUTCH MANDEL continues to went as a brand. The Mercedes, infinitely capable to fit us two share his unique takes as our executive editor at large. hulking guys and our goods, carved highways and mountain He can be reached on Twitter @Dutch_Mandel switchbacks, bringing unintended smiles along the way.

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MARCH 12, 2018 AUTOWEEK | 7 CAR LIFE RADICALRADICAL NOTIONNOTION

Celebrating the culture— and cars—from an era some of us missed but love anyway

BY BLAKE Z. RONG

EFORE HE HEADS to the airport, Richard Chen puts on gold-buckled suspenders, a mile-wide gold tie, a double-breasted suit and black Carrera sunglasses, B runs his fingers through his hair and slicks it back. It is the same look he presented at work in the 1980s. On a Motorola StarTAC flip phone he tapes his printed-out boarding pass: SFO to John Wayne Airport, Orange County, California. He brings a Zero Halliburton aluminum suitcase, inside which are the following: a Nokia “brick” phone; three stacks of fake 100-dollar bills, wrapped in $10,000 stacks; and three clear plastic bags of powdered sugar, 5 pounds total. At security, he places his phone on the scanner. It passes. He is heartened by this. Then, he casually puts the suitcase on the X-ray scanner. “TSA thought this was not very funny,” he later captions on Instagram. But, somehow, Chen makes it through to his intended destination: a car show. What kind of show is worth that sort of commitment? What show is worth messing with potential federal drug-smuggling charges to get there? The event in question is Radwood 2: an ’80s and ’90s celebration honoring the same era when John Z. DeLorean tried something similar but fared much worse. It’s an explosion of excess, a ne- on-tinged nostalgia romp—and a show that, with a healthy dose of irony, commemorates the way things were or, at the very least, what those of us who were born too late believe it all was like. KEVIN MCCAULEY KEVIN MCCAULEY

MARCH 12, 2018 AUTOWEEK | 9 CAR LIFE

THE FIRST Radwood, held in the Bay Area in early June 2017, summoned about 170 cars. Like any good sequel, however, December’s Radwood 2 is bigger and flashier than the original. This time, twice as many cars and their period-dressed owners descend upon a German beer garden outside Anaheim, California. Two decades means a lot of ground to cover. Under a grand circus tent are a gray Ferrari Te- starossa, a Toyota Land Cruiser, a Jagermeis- ter-liveried BMW M3 (that eventually wins Best In Show) and a Chevy Blazer from the cult ’80s BMX movie “Rad.” Outside is a Mercedes-Benz 560SEC—already the butt of a thousand white powder jokes—with custom gullwing doors raised skyward, the coked-up fever dream of obscure, sadly defunct German tuner Styling Garage. Mazda brings a Japanese market-only Eunos Cosmo, the world’s cleanest 929 and the astounding MX-5 Miata Coupe Concept. On the lawn are such luminaries as a 1991 Pontiac Bonneville with a genuine LeBra, a ferocious Saab 900, the world’s most immaculate Datsun 280ZX Black Gold Edition and the BMW Z3 from the 1995 James Bond flick “GoldenEye,” complete with a cosplaying Natalya Simonova. A crowd gathers to hear the banshee wail of an electric Mazda RX-7, whose batteries are charged by an RC airplane’s mini-gas turbine. A cloud of white smoke shoots out of the hood-mounted exhaust, over the windshield. As they marvel, three guys in parachute pants swerve by on Honda Motocompos, stopping oc- casionally to fold and unfold the little scoots in front of gee-gawed admirers. There are few shows where a Dodge Ram panel van parks next to a dozen Porsche 911s. There are few shows where a Dodge Ram panel van is even allowed. There are few shows where any of these things happen.

AUTOMOTIVE journalist Bradley Brownell is one of Radwood’s co-founders. On this afternoon, he wears a gray Jeff Gordon sweatshirt and Jeff Gordon track pants, emblazoned with his No. 24. He bought a Jeff Gordon digital watch just for the occasion. He and I gleefully compare digital watches. Radwood, as its name suggests, is an Ameri- can take on the Goodwood Revival. But the Re- vival celebrates Great Britain at a very specific time period: the ’50s and ’60s. Americans bought MGs and Jaguars, discovered sporting motoring, bought Beatles albums by the armful. British culture sunk its teeth into the right people. “The whole thing was very British,” says Brownell, “so it makes sense for Goodwood to promote those eras.”

10 | AUTOWEEK MARCH 12, 2018 “IN THE ’60S AND ’70S, WE WERE IMPORTING CULTURE, AND IN THE ’80S AND ’90S, WE WERE EXPORTING CULTURE. SO WE INFLUENCED.” -BRADLEY BROWNELL, RADWOOD CO-FOUNDER

When was American pop culture ever so im- pactful? Poodle skirts and Elvis, leather jackets and wholesome rebellion? Fifties nostalgia became an obsession in the ’80s; folks are always looking back in 30-year intervals. And if you want to see a Chevy Bel-Air, there are a dozen hot-rod cruise-ins happening as you read this. No, the apex of American culture was the ’80s and ’90s: We gave the world Hawaiian shirts and pastel blazers and talking Pontiacs; we smuggled Levi’s jeans across the Iron Curtain. Teens in Belarus recognized the danger of the Terminator T-800. The biggest movies and TV shows were paeans to Reaganomics, and we sent them everywhere because we were the flashy, glamorous, white-hot center of the uni-

MATT BROWN; KEVIN MCCAULEY (3) BROWN; KEVIN MCCAULEY (3) MATT verse: “In the ’60s and ’70s, we were importing culture,” says Brownell, “and the ’80s and ’90s, we were exporting culture. So we influenced.” An automotive event celebrating the era was bound to happen. And indeed it had—but not on a scale like this. Brownell and company took the initiative, opening the doors to all things vaguely, indescribably “rad.” You can argue all day about whether a third-generation Camaro is a good car—it most likely is not—but it is big and brash. Turns out, big and brash is what America’s always done best.

SOMETIME BETWEEN its first and second events, fueled by its popular Facebook group, Radwood became a dubiously accurate mind meld of everything people my age imagine the era to have been. They began posting pictures of era-specific cars they encountered in the wild. They shared YouTube commercials for New Coke, eBay listings for flip phones, Patrick Nagel art, skateboards, three-spoke wheels, vintage Walkmans. Radwood became a hashtag. For music producer Pat Lukens, who goes by the name MYRONE, it all made sense. As a teenager, he learned to shred on guitar from Van Halen’s first album—and he’s carried that aesthetic ever since, even before it was cool

MARCH 12, 2018 AUTOWEEK | 11 CAR LIFE

MARKET

1988 PORSCHE 911 TURBO FLACHBAU COUPE

RM Sotheby’s Arizona sale Phoenix, Jan. 18-19, 2018

Granite green metallic exterior over gray green leather; electric sunroof; driver and passenger power seats; air conditioning; Blaupunkt stereo cassette radio. 3,299cc, 282-hp turbocharged H6; manual transmission. Well-documented ownership trail, with only 29K original miles. Condition is a good representation of the mileage. Very good paint, and the interior shows well with some light seat and carpet wear—nicely KEVIN MCCAULEY KEVIN MCCAULEY detailed throughout, but not overdone. One of Somewhere along the line, Radwood mutated from a car show into an immer- just 145 1988 Flachbau (“flat nose”) coupes built for the North American market. sive celebration of all things ’80s and ’90s—yes, including the clothing. SOLD AT $162,400 again. “In many ways, the ’80s is kind of like now. In the ’80s, you had Reagan and mainstream conservatism. Same thing like now. All of Around special-interest cars of all stripes, the the pop art of the ’80s is so escapist and insane and coked out.” joke goes, “They built 145 of them new, but “Since I was a youth, I was into these cars in high school, and no- only 475 exist today.” That seems to hold true body in my school cared,” says Ben Hsu, the editor-in-chief of Japa- for the Flachbau cars, but there is an explana- nese Nostalgic Car, who has also arranged ’80s and ’90s car shows, tion, of sorts. First, many of the flat nose 911s though only for Japanese cars. “I was into 300ZXs, and people in my came to the U.S. as so-called “gray market” ex- high school would drive Camaros, and they would make fun of me. I amples, sold new in another country and then do feel somewhat vindicated.” imported privately after federalization. Also, at least two companies manufactured replica Somewhere on a fundamental level, between growing out facial Flachbau noses. Some were installed on new hair and realizing that we may never have a house and a 401(k), our or newish cars; others were installed on used internet-damaged brains developed a sense of irony, the ability to U.S. or gray market cars—sometimes after the poke fun at ourselves. Hence, the fake drugs, the ugly jackets. But originals were modified by crash. there’s genuine enthusiasm for these not-too-old cars from a hy- Like boom boxes and Baby on Board signs, per-technological era, quick and daily-usable, now classics in their flat nose 911s were a 1980s trend. As it tends own right. Viewed through the hazy imperfection of nostalgia, the to happen, when the fashion ended, few wanted enthusiasm envelops even the most modest, bizarre and ironic of ve- the outdated look. Fast-forward 30 years, and hicles: All are welcome, all are worth remembering. We are witness- the flat nose is in style again; it represents a ing an entire generation redefining car culture on its own terms. point in time that is identifiable and nostalgic. As usual, the valuable ones are the Porsche People have been saying that it’s going to happen, it will happen factory-built, well-documented and well-main- someday, it’s just around the corner, it’s only a matter of time; maybe tained examples. Those with no paperwork, fi- five, 10 years from now, once all of us in our 20s and 30s totally grow berglass noses and plenty of condition issues up, we’ll appreciate all this stuff. But no, what Radwood has defiant- will only bring a fraction of this well-deserved ly shown is that it has arrived, it is here now; it isn’t going to happen, auction price, which we will call market correct. it’s happening now. Now, about those JNCO jeans you’re saving for the comeback ... DAVE KINNEY

12 | AUTOWEEK MARCH 12, 2018

DRIVES EVERYDAY USE

2018 FERRARI PORTOFINO

Ferrari builds a California T replacement for everyone (who can afford one)

DRIVEN BY J.P. VETTRAINO

HE 2018 FERRARI PORTOFINO is the California T, very enjoyable car, in ways Ferraris weren’t supposed to be re- plus 5 to 10 percent. Almost literally. markable or enjoyable not so long ago. It can be thrilling to drive T Improvements throughout make the new Portofino in a wide range of circumstances. If the Portofino doesn’t stir roughly 10 percent more efficient than the car it replac- you at least a little, you might as well take the bus. es in Ferrari’s lineup. It’s 5 percent lighter than the California T By its dimensions, the California T slotted between the small- and 7 percent more powerful, with 6 percent less drag. It acceler- er, mid-engine 488 GTB sports car and the larger, hyper-hypo 812 ates to 125 mph 4 percent more quickly. It delivers nearly 10 per- Superfast. The Portofino is about an inch longer and a hair lower cent more lateral acceleration, with 10 percent less undesirable than the California T, on an identical 105.1-inch wheelbase. noise and vibration inside and maybe 10 percent more room for Despite that, Ferrari says the Portofino starts on an entirely people and stuff. The Portofino is better than the California T in new frame, applying 12 different aluminum alloys as castings, ex- just about every respect, but it’s not even a mild departure from trusions and sheetmetal. It has fewer pieces than the California the all-purpose formula that made the California and California T T’s frame, and its underbody aero trays are aluminum rather than the best-selling Ferraris ever. plastic, delivering more structural support and requiring less If this plus-10 evaluation seems underwhelming, consider a mass elsewhere in the frame. Ferrari’s new “Superplastic” hot couple more points. Given the current state of automotive tech- stamping technique allows thinner aluminum body panels. They nology and the extent to which the California T had already been feel and sound almost like plastic. optimized, with 144 hp per liter of displacement and a combina- The folding top has been redesigned, using a lighter, more tion of thrills and everyday usability no Ferrari had previously compact operating mechanism and a larger rear panel and glass. achieved, improvements of 5-10 percent across the spectrum It opens in 14 seconds at speeds up to 25 mph. A new manually must be considered an impressive engineering achievement. deployed wind deflector reduces cockpit buffeting 30 percent. In Add to that the fact that the Portofino is a remarkably versatile, total, the Portofino drops 177 pounds compared to the California

14 | AUTOWEEK MARCH 12, 2018 IF THE PORTOFINO DOESN’T STIR YOU AT LEAST A LITTLE, YOU MIGHT AS WELL TAKE THE BUS. DRIVES

T, according to Ferrari, with 40 percent of the years since, the California T has sold at a higher total taken from the body-in-white. annual rate, and Ferrari doesn’t expect anything The look? Ferrari, of course, with classic long DRIVER to change with the Portofino. hood/short deck GT proportions and a signifi- NOTES Underhood, the Portofino’s 3.9-liter V8 starts cant, more angular departure from the California with the same cylinder block as the California T’s, T. The Portofino engages in both a visual and a Lighter, tauter and more the same flat-plane crank and similar twin-scroll powerful; it’s the California, tactile sense, and its feature color—Rosso Porto- plus 10 percent IHI turbos on each bank. The precisely equal fino—looks like CalCustom candy apple red. Its Only the second Ferrari with length exhaust headers are now sand-cast in a fastback rear glass is more bellicose than the Cal- electric power-steering assist single unit with the turbo case, rather than weld- ifornia T’s. The transition from open to closed— On sale in August, it will be the ed up from pieces, and the exhaust pipes have elegant spider, aggressive coupe—is almost dra- best-selling Ferrari to date been straightened and widened, while the muf- matic. This might be the rare retractable metal flers have been fitted with an electronically con- roof that looks better up than down. trolled flap to manage decibels, depending on Inside, the Portofino gets a horizontally oriented dash similar throttle use and drive mode. to the 812 Superfast’s and a bit more rear seat space. Trunk vol- The payoff for all this massaging—which essentially amounts ume increases to 10.3 cubic feet, thanks to a combo of more to more air in, more out—is 562 lb-ft of torque from 3,000 rpm. space and a more compact top mechanism. New air conditioning That’s an increase of 5 lb-ft compared to the California T, with the reduces operating noise 50 percent (8 decibels). It also increases peak holding over a wider swath. Horsepower increases 39 to response time 25 percent and airflow volume 20 percent, with 592, still peaking at an unturbo-like, Ferrari-friendly 7,500 rpm, different control logic when the top is opened or closed. The new for a 7.5 percent increase in specific output. infotainment system gets a 10.5-inch screen with split view, fast- You may not need no stinking turbos, but we guarantee you’re er processing and Apple CarPlay. going to like them in this beauty. Just let go of the thought that Do Ferrari buyers really care about trunk space or the info- Ferrari V8s with turbos are somehow not any good and enjoy tainment system? Apparently they do, in this slot, and we can the rush. credit former president Luca Cordero di Montezemolo for figur- There is a rush—maybe not with the sheer intensity a similar ing it out. When he introduced the California at Paris in 2008, V8 generates in the 488 GTB, but more than enough to demon- Montezemolo said Ferrari was launching a fourth, more versatile strate why Ferrari buyers seeking an all-purpose ride are drawn model for people who could afford a Ferrari but had previously to this car. Flatten the accelerator and the Portofino flies, with found none to meet their needs. nothing to remotely call turbo lag, in a fashion that isn’t necessar- Perhaps the best characterization of Ferrari’s first front- ily reflected in its impressive acceleration figures. engine V8 was Ferrari’s own: The California and its successors The turbo engine is more forceful at lower revs, compared to would be “the everyday usable Ferraris.” Ferrari’s naturally aspirated V8s five years ago, but the crazy Good move. When the last California rolled from Maranello in thing is that the Portofino doesn’t run out of steam. Thanks to ap- late May 2014, production had surpassed 10,000, making it the propriate ratio selection and Ferrari’s torque-management strat- top-selling single-model series in Ferrari history. In the four egy, it just goes and goes as long as you can keep it flat, in long,

16 | AUTOWEEK MARCH 12, 2018 Ferrari-appropriate swells of acceleration that make passengers suck a quick breath and shake static from the head. Downside? Maybe that the turbo engine provides less fly- wheel effect than naturally aspirated V8s of Ferrari yore. Press the gas hard and the car rockets. Lift and the boost drains, and it dives. That can be good on a track, or if you’re trying to save the brakes, but bad when there are fairly frequent, substantial pulses in traffic. And maybe the sound. The turbo engine’s noises are generally lower frequency and less metallic than those emanating from the California or a 458 Italia. Ferrari V8s now roar with a distinct rasp instead of wailing like a banshee. Either way, they still sound like heaven. It’s been 20 years since Ferrari introduced the F1 automatic-clutch transmission in a road car, and evolution has been kind. That first F1, in the F355, was good for one thing: shifting fast while going fast. It was miserable as an automatic if you got caught in moderate traffic. In the Portofino, the F1 can still shift like the crack of a whip, but it’s more like a conventional torque-converter automatic at a sedate pace. There’s still a mild thumping during low-speed coast down, but this isn’t a Rolls- Royce, kids. It’s a 200-mph supercar, and in that context the transmission tuning for low speed will impress you. Electric steering assist is new in the Portofino, and it isn’t an obvious step down. A slightly quicker ratio makes for crisper turn-in compared to the California T, without inducing jitters at 120 mph thanks to the torque-vectoring rear diff. The Portofino’s steering falls on the light side, but not as light as some Ferrari hy- draulic systems past, and on-center feel may be a slight step up. The Portofino unwinds quickly, and, to the extent you can actually load the front tires on a road drive, seems to deliver progres- sively stronger torque feedback through the wheel. Carbon- ceramic brakes have been standard on Ferraris for 10 years, and again, evolution is good. After 150 miles in the Portofino, you won’t notice a difference from conventional iron or steel, based on noise and vibration. With its active torque-vectoring diff, relatively quick turn-in and relatively firm springs, the Portofino always feels athletic and nimble. Its balance of grip front to rear is apparent. Yet the trick here might be that, even at moderate speeds, the Portofino convinces you you’re really going. At the posted road speed, plus 10-20 percent, it’s so easy and accommodating that you can easily forget you’re directing a 600-hp, 1 lateral g, 200-mph convertible (or coupe). We suspect this is artful intent. Ferrari’s test drivers report that, at the Fiorano test track, the Portofino laps a flat two seconds slower than a 488, with 69 less horsepower and a few hundred pounds more mass. On the other hand, it laps faster than some stiff, hot and ornery specials of Ferrari legend—including the vaunted F40. The Portofino, elementally, is a cover-all-bases, everyday usable Ferrari GT with a starting price of just over $214K, destination included. Such cars require compromises, sure, but the compromises in the Portofino are more artful than those in some other very expensive cars, with a flair that has separated Ferrari for 70 years. We’d guess that’s enough to get the Silicon Valley types who made the California a hit thinking about their next car; dwelling on the business plan minimizes how emotional and truly enjoyable this car can be to drive.

MARCH 12, 2018 AUTOWEEK | 17 WE BUILD, BUY AND HIRE AMERICAN WE’RE DOING OUR PART

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2017 GENESIS G90 others. The cars invariably work properly, but only once you know how to use them. Enter the Genesis G90. After a year in the fleet, it’s proved to be the most turn- key luxury car we’ve had at Autoweek in A GENUINE years. It has buttons and knobs where you expect them. The suspension is smooth and forgiving when the road is rough yet taut when twisty asphalt calls for spirited LUXURY CAR driving. There’s gobs of lag-free torque and a seamless transmission that picks gears perfectly. The G90 just works, right out of the box. Yes, there are menus and Genesis G90 does IR JAMES DYSON, of vacuum settings to customize whatever you want, everything right S cleaner (and, potentially, electric but the point is that you don’t need to. car) fame, coined a phrase in his Just get in and drive. It’s an uncannily easy early advertisements: “I just think things car to live with on a daily basis. should work properly.” These traits are welcome in any car, DRIVEN BY The brilliance of Dyson’s marketing but they’re critical for a “new” brand. ANDREW STOY campaign was that it forced buyers to Genesis no doubt saw its mission as that ask themselves why century-old technol- of Lexus in the late 1980s: a segment- ogy, in this case the vacuum cleaner, busting wave of luxury sedans designed— seemed to be getting more, rather than and priced—to shake up the class leaders. less, trouble-prone. To accomplish that, it had to get the car There’s a parallel in cars, luxury cars as close to perfect as possible. specifically, not in reliability but rather in That has been accomplished, so why ease of use. In the race to add technology hasn’t Genesis clobbered its luxury-car and perceived luxury, the modern Mer- competitors the way Lexus dominated in cedes-Benz S-Class, Lexus LS 460 and the 1990s? Some key differences have BMW 7-Series have grown fiendishly com- kept Hyundai from making the same plex, with layers of menus and multifunc- splash: The competition isn’t asleep at the tion knobs. Auto stop/start settings and wheel, oblivious to its vulnerability as it drive modes need to be customized to suit was in the 1980s—the current S-Class, the driver. Throttle response and trans- 7-Series and LS are all formidable rivals in mission tuning is right for a lot of situa- a state of constant refinement. Another is tions but gets laggy or hypersensitive in the decline of sedan sales in the face of

20 | AUTOWEEK MARCH 12, 2018 CHRIS AMOS (3)

total SUV domination, meaning Genesis I hear no squeaks or rattles,” said one edi- launched luxury sedans into a contracting tor, “and interior fit and finish are as good market. Finally, spotty advertising and a WRAP-UP as the more expensive luxury boats.” lackluster marketing campaign have kept Quarter/Year Indeed, our Genesis has needed noth- many would-be buyers in the dark. MILES DRIVEN: ing but routine service, and not even But Genesis is making slow, steady 3,808/18,150 much of that. The car’s log files show just inroads. After all, the difference between MILES PER GALLON: the factory-recommended free services the 1987 Hyundai Excel and today’s 22/20.2 performed and a mount/dismount of its Accent or Elantra proves the Koreans are FUEL COST: winter tires. There were no unscheduled patient. It took a generation of Hyundai $479.57/$1,882.24 appointments or repairs needed. Genesis and Equus refinement to get to DAYS OUT OF SERVICE: So, given our glowing compliments the point where Genesis was ready to 0/0 and the car’s spotless reliability, why will launch out on its own. Now comes the some buyers never consider a Genesis steady whittling away at the competition. G90? The car’s biggest handicap—aside The numbers aren’t huge—4,400 G90s Perhaps most telling is the lack of crit- from the ever-present threat of kiloton- were sold in 2017, but that’s 4,400 Cadillac icisms from a staff dedicated to uncover- nage from across the 38th parallel landing CTS sedans or Audi A6/A8s that weren’t ing flaws in any design. A certain editor on the factory—is its lack of badge cachet sold, and in a shrinking sedan market. known for detecting chassis irregularities or pedigree. The challenge was neatly What did those G90 buyers gravitate no one else can feel remarked: “This car summarized by my neighbor upon seeing to? Some of the best ride tuning put in is damn near perfect. I drove it to Toronto the G90 in my driveway one afternoon. a big sedan, for one—the G90 delivers and back for a two-hour press confer- “We call that the fake Mercedes,” she that sense of magnetic levitation, of ad- ence; that was good for about eight hours quipped. Of course, by the same logic, her hering to a surface without actually expe- of driving in one day, and I could have Cadillac ATS is a fake 3-Series, but there’s riencing its imperfections, only found gone another four without complaining.” a fundamental branding hurdle in her in the top echelons of premium sedans Another, equally particular editor: “Af- comment: For many, luxury cars are until recently. ter two weeks of driving the Genesis, I’m about flaunting wealth; the Genesis G90 “The ride feels near perfect to me,” said having trouble finding anything I don’t speaks more to pragmatism than pomp. one editor. “Supple but not floaty, even in like. My biggest gripe: The hazards flash That might be just enough for a foot- soft settings.” when the remote start is active—seriously, hold, though. As one editor remarked, Hyundai’s 3.3-liter twin-turbo six is a that’s what we’re down to with the G90.” “I’ve said it 348,534,958 times: If I ran Benz lovely powerplant for a luxury car—in- The positive feelings were helped by or Audi, I don’t think I’d be too worried stant, lag-free torque is delivered without the fact the Genesis held together despite about Genesis as a brand. Not yet, at least. any throttle tip-in delays (take note, BMW Detroit’s notoriously bad asphalt and the Were I in charge of Cadillac, Infiniti or and Benz). More importantly in this class, car’s near-constant use, often on punish- Acura, though, Genesis would be all over the engine is superbly isolated, offering a ing airport runs and short around-town my radar.” muted growl under acceleration. journeys. “With 18K miles on the clock,

MARCH 12, 2018 AUTOWEEK | 21 DRIVES: ESSENTIALS

handle exactly like their sedan or hatchback counterparts. And that’s generally true here, too. The TourX rides a bit smoother than the Regal Sportback we last tested. That’s probably because there’s more weight over the rear axle and a bit more sidewall on those TourX tires.

THE TAKEAWAY Buick hasn’t had a station wagon since the massively cool (and just plain massive) 5.7-liter V8-powered Roadmaster ended production in 1996. Unfortunately, the all-new Regal TourX doesn’t pack a version of the Corvette’s motor under its nose. But true to Buick tradition, the TourX is one of the roomiest wagons in America. That should appeal to buyers looking to ditch their crossover for a car that can haul lots of stuff comfortably. BEN STEWART

01 2019 JEEP 02 CHEROKEE

ON SALE: Now BASE PRICE: $25,190 POWERTRAIN: 2.0-liter, 270-hp, 295-lb-ft turbocharged I4; 4WD, nine-speed automatic CURB WEIGHT: 3,655 lb

THE INTENT Small crossovers are big news, and the Jeep Cherokee needs to be a big player in the exponentially expanding segment. The 2019 Jeep Cherokee is maybe half-new. The chassis, or basic body-in- white, stays the same aft of the A-pillars, as do the doors. It does get a new front end with a more acceptable, upright Jeep-like grille. 02 THE EXECUTION This Cherokee has the company’s new 2.0-liter turbo. It offers roughly 100 hp more than the 2.4-liter Honda CR-V or 2.5-liter Toyota RAV4. I notice a slight pause during midrange acceleration— passing other cars, for instance—but I have no problem with the nine- speed transmission. One thing the Cherokee does offer is something its 2018 BUICK competitors can’t match: off-road performance that’ll get you over the Rubicon and back. 01 REGAL TOURX On rock-wall descents, the Cherokee clings like a bug to the walls and steps down with the confi dence that comes from 77 years of build- ing 4x4s. The Cherokee can get you into and out of places you wouldn’t ON SALE: Now dare try with a CR-V, RAV4 or Ford Escape. BASE PRICE: $29,995 THE TAKEAWAY POWERTRAIN: 2.0-liter, 250-hp, 295-lb-ft turbocharged I4; Which makes me wonder: How many soccer parents AWD, eight-speed automatic are going to try the Rubicon? Perhaps none. By maintaining such con- CURB WEIGHT: 3,708 lb siderable off-road prowess, is Jeep remaining relevant to the market? Having crossed the Rubicon a few times myself, and living within a couple hours’ drive of the vast and trackless Mojave Desert and all the THE INTENT Station wagons are making a comeback. Old-school wag- adventure it promises, I certainly hope so. MARK VAUGHN ons were abandoned in America back in the late 1980s like rotary telephones and video arcades. The reason? Minivans, followed by SUVs. But now that crossovers dominate, there appears to be a quiet backlash from buyers who want a roomy vehicle that can handle adventure and gear without the tall body shell. Enter the ruggedized station wagon. The Regal TourX wears the body style well; the proportions are longer and lower than some wagons, so it looks a little less butch. The result is a very handsome machine. The TourX starts at just under $30,000. For more photos, impressions and insight, check That’s a few thousand dollars more than a base Outback 2.5i, yet out all of our new-car drive reviews at almost $15,000 cheaper than an Audi Allroad. AUTOWEEK.COM/REVIEWS THE EXECUTION Now, the best thing about a station wagon, besides the utility, is that it isn’t “carlike”—it’s a car. Wagons generally ride and

22 | AUTOWEEK MARCH 12, 2018 Get UP TO A

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HOW DID THAT HAPPEN? NASCAR’s rulebook is meant to create parity, but Toyota never got the memo in 2017

BY MATT WEAVER

24 | AUTOWEEK MARCH 12, 2018 that’s exactly what NASCAR fans were treated to, with all three manufacturers scoring wins and providing the close competition executives in Daytona and Charlotte salivate over. Then the calendar flipped to July, and Toyota found something that left Chev- rolet and Ford in the dust—especially by NASCAR standards. Truex and Den- ny Hamlin won back-to-back races at Kentucky Speedway and New Hamp- shire Motor Speedway before Kyle Bus- ch raced to another win at Pocono Race- way, providing Toyota with three wins in four races over 30 days. Ford driver Brad Keselowski was among the Camry’s loudest critics all season, claiming in September that NASCAR hadn’t allowed a manufacturer to get this far ahead since the 1970s. He doubled down on the sentiment in the hours following his championship defeat at Homestead, adding Ford and Chevro- let “never stood a chance.” “When that car rolled out at Daytona, and I think we all got to see it for the first time, I think there were two reactions,” Keselowski said. “One, we couldn’t believe NASCAR approved it; and two, we were impressed by the design team over there. ... I don’t think anyone ever had a shot this year the second that thing got put on the racetrack and approved. “It kind of felt like Formula 1, where you had one car that made it through the gates, heads and tails above everyone, and your hands are tied because you’re not allowed to do anything to the cars in those categories that NASCAR approves, to really catch up.”

GETTY IMAGES Toyota Racing Development president David Wilson jokes that no one sold more showroom Camrys last year than Keselowski, calling him “our biggest fan.” HE PARTY could be heard season. The 2018 Camry, which made its But Wilson maintains the success didn’t all the way to Denver. debut in 2017, won 16 times in 36 starts come as easy as they made it look in 2017. Fresh off their second and left the competition reeling. Wilson pointed out that Ford and Ke- T Monster Energy NASCAR History won’t remember the Toyo- selowski actually set the bar early in the Cup Series championship, ta Camry as NASCAR’s most dominant season and that his teams needed to this time with Martin Truex Jr., luminar- entry, not like the Hudson Hornet, the close the deficit to make it a fight. In fact ies from Toyota Racing Development Dodge Charger Daytona or the Plymouth before the July stretch where Toyota got lined the cabana hospitality area over- Belvedere. At least not after one season. real hot, Truex had only won twice and looking pit road at Homestead-Miami It stands on the next tier simply because Joe Gibbs Racing had been completely Speedway in November to pour beer, cut it wasn’t supposed to be this dominant. shut out of victory lane. Toyota’s sum- cake and pop the bubbly. NASCAR regulations are designed mer gains came at Ford’s expense—it The celebration capped one of the to prevent one manufacturer from com- only won twice more, likely prompting greatest seasons for a manufacturer in manding such an advantage. Even though Keselowski’s frustration. NASCAR’s postmodern (Nextel/Sprint/ the series is a half-decade removed from “NASCAR does a (great) job defining Monster Energy Cup) era. Truex outdu- the common-template Car of Tomorrow, the box we’re supposed to work in,” Wil- eled Kyle Busch in the closing laps to NASCAR officials have crafted an exten- son said. “And it’s up to each manufac- complete Toyota’s 1-2 championship fin- sive rulebook promoting parity. And for turer to make the most of it. I’m not go- ish, a perfect ending to a near-perfect the first five months of the 2017 season, ing to apologize one bit for our success.”

MARCH 12, 2018 AUTOWEEK | 25 COMPETITION PRESS

For Toyota, though, the “box” was equally self-imposed as much as NAS- CAR-mandated. The Cup Camry was a unique entry in the sport’s history— developed in parallel with the 2018 production Camry. Kevin Hunter is the president of Toy- ota’s Calty Design Research branch in Newport Beach, California, a fancy way to say he is the OEM’s chief car designer. Nothing gets pushed through an assem- bly line until he sketches it in his note- pad or on his desktop—including the company’s NASCAR entries. Once the production model’s design had been approved, it was up to Hunter and his staff to “exaggerate” its features onto the NASCAR machine—doing so in a way both compliant and competitive under the series’ scrupulous microscope. “We’ve been working with NASCAR for a while,” Hunter said. “We know generally what areas we’re allowed to work in. But we’re pretty aggressive. We’re PHOTOGRAPHIC (2) LAT constantly sending them things to ask ‘would this work’ and so forth.” the know-how JGR developed during Much of the rear end is spec between its time with Pontiac and Chevy (1991- all three manufacturers, a non-issue to 2007), created a NASCAR superpower. Hunter since the cars’ front ends “are 2017 CUP STANDINGS And all of that went into the 2017 season the money shots you see on TV.” So most Camry, the company’s magnum opus. attention was placed on the grille, front Veteran engineer Tony Eury Jr. spent bumper and side pods. The race version a decade with Chevrolet, as crew chief is both lower and wider than its produc- Last season, Toyota led the parade for cousin Dale Earnhardt Jr., Michael tion sibling, meaning the biggest chal- to victory lane and won the NASCAR Waltrip and Danica Patrick. He’s seen lenge was designing a front fascia that Cup Series manufacturers’ crown. dominance like this before, when the checked all the boxes. Bowtie Brigade won 22 races, and nine Toyota Lost in Keselowski’s campaigning 16 WINS of the final 10 in the playoffs, back in (1,292 points) was that, in addition to NASCAR’s ap- 2004. He said Toyota’s advantage comes proval, Toyota also needed both Chev- from providing the best total engineering Ford rolet and Ford to sign off on their rival’s 10 WINS package in the garage. (1,254 points) latest model. The Camry required wind “Back in the day, you knew Ford could tunnel testing with representatives from get you the best engines, Chevy would Chevrolet the series and all three manufacturers 10 WINS get you the best aero and Dodge was (1,247 points) present. The Camry was approved after developing pretty good chassis,” Eury its first pass through the Aerodyn wind said. “So you took those advantages tunnel in Mooresville, North Carolina. and worked to improve on the areas you But none of that explains why the knew you were behind in. It was com- car heated up with the summer and nev- promise, and that was some of the best er cooled off. Historically every time a to share proprietary information while a racing we ever had. Now, (Toyota) is just car is that dominant, it raises questions car is still competing, but Wilson (above, the best all-around deal.” about what a team or manufacturer dis- at left) points to partnerships with Gibbs An argument could be made that covered to put them over the top. and Colorado-based Furniture Row Rac- Toyota was simply ahead of the curve. Through the years, rivals like Kesel- ing as the reason for their success. The Camry was the first new car devel- owski have pointed to tampered split- Former Hendrick Motorsports crew oped and released following NASCAR ters or rear-alignment skew; every team chief Andy Graves joined TRD as tech- rule changes slashing the overall down- works in those areas to find speed until nical director in 2006 and is considered force number by nearly 50 percent (1,400 NASCAR tells them to stop. But that’s the visionary behind Toyota’s on-track pounds) over the past two seasons. This not how Toyota took what is essential- performance. Toyota was the first man- reduction was primarily achieved by ly a spec car and nearly swept the play- ufacturer to bring dynamic vehicle simu- shortening the splitter’s leading edge offs with it. Obviously, Toyota isn’t going lators to NASCAR. That, combined with and mandating a smaller-size spoiler.

26 | AUTOWEEK MARCH 12, 2018 The Toyota that made its debut in the key to success in NASCAR. In any For his part, Wilson believes there is 2017 was the only car designed with the case, Toyota’s haste in producing a new more to the Camry than just the body current regulations in mind. Everyone car designed for the loss of so much and that his teams will perform even else had to modify their existing bodies downforce under the new rules paid off. with the new inspection system (well, and hope for the best while designing Still, one terrific season doesn’t make Truex’s Camry failed inspection three their own next-generation entry. a truly great racing car. It needs to find times at Atlanta on Feb. 23). Kevin Harvick agreed with fellow sustained success over multiple years. “We’ll see in 10 years,” Wilson said. Ford driver Keselowski—they shared The real test for the Camry is going to “Historically, you see trends where every- Ford’s two late-season wins—in that re- come this season against a new Chevro- one takes turns at the top. I also believe gard, claiming the new Camry made the let entry, the Camaro ZL1, and the new if you work in the right areas, you should Ford Fusion and Chevrolet SS obsolete. Hawk-Eye inspection system that Ford be able to remain competitive. The other “We have a car designed to have a huge and Keselowski believe will finally keep OEMs are going to make gains.” spoiler in the back and is definitely the all three manufacturers in check. The key for Wilson, if he wants to oldest car on the racetrack compared to The new system takes a full-body keep partying in South Beach each No- the other manufacturers,” he said. scan of the car, offering the most precise vember, is to not buy into the hype. Aerodynamics is the pursuit of bal- readings of aerodynamic potential yet. “You can trick yourself into thinking ance. The entire car has to work together Keselowski believes Toyota was able to you have magic in a bottle,” Wilson said. to find speed. If one element is modified, sneak certain illegal body modifications “As soon as you do, you’re on the path it changes the entire dynamic of the car. through the previous inspection system to mediocrity. The new Camaro will be Take the side skirts, one of the elements last season, providing JGR and FRR with competitive and Ford still put two cars teams are allowed to work in when de- an edge. (One engineer speculated that in the Championship Race last season. signing a car. Officially known as vertical tinkering with the wheel wells subtly We know we have work to do.” rocker panels, side skirts help seal the enough to pass inspections, for example, No doubt the Camry enjoyed among area between the bottom of a car’s chas- may have given the car an advantage.) the great seasons in NASCAR history sis and the track surface, limiting airflow “When the cars are submitted to last year. In time, the Camry might be- beneath the vehicle. NASCAR, they all have to have the come the greatest NASCAR entry ever Toyota modified the flare of its skirts same performance criteria, but there produced. The legacies of the Hudson in 2017. Even if most insiders discount hasn’t yet been a system to enforce that Hornet, Charger Daytona and Belvedere that move’s significance in isolation, it you’re racing it,” Keselowski said. “The are all within sight, but those chapters may have contributed to a more bal- Hawk-Eye system is intended to fully have yet to be written. anced overall package—and balance is enforce it.” COMPETITION PRESS NASCAR MEDIA

NASCAR STRENGTHENING THE BRAND NASCAR president Brent Dewar is engaged on the social and business side

IF ENGAGEMENT is the key to successful leadership, then industry and sanctioning body. Naturally, one of those phone NASCAR’s newest president has the industry in good hands. calls went out to Keselowski after the star’s comments. Brent Dewar took it personal in January when Brad Kesel- “I told him, I said, not only did you indirectly disrespect Brian owski, the 2012 Cup Series champion, told the press that the France, but you also disrespected me, Mike Helton and Steve sport’s leadership wasn’t as available as it needed to be. Of O’Donnell,” Dewar said. “You’re being clever by saying the lead- course, Keselowski was referring to Brian France, the polar- ers aren’t at the track and not mentioning anyone by name, but izing CEO who chooses to lead the sport remotely rather than we’re at the track.” inside the NASCAR hauler like his father and grandfather Even though the conversation began with a miscommunica- before him. tion, it ended with a revelation. Instead, France leads with four notable lieutenants in Mike “So Brad apologized for that, but the reality we learned that Helton, Steve Phelps, Steve O’Donnell and Dewar, each of them day was that our last meeting with the driver’s council was at specializing in a different aspect of the business, and each of Texas (in November) and we were just trying to give them a them visible on a week-to-week basis. break,” Dewar said. “But that taught us that we should have Dewar specifically is engaged as they come, taking at least met with them before (Daytona). It was that void, and nothing an hour each day to chat with fans on Twitter and making phone calls to clear up any miscommunication between the CONTINUED ON PAGE 30

28 | AUTOWEEK MARCH 12, 2018

COMPETITION PRESS LAT PHOTOGRAPHIC; NASCAR MEDIA; GETTY IMAGES LAT

CONTINUED FROM PAGE 28 It is Dewar’s ability to not only hear, but listen, that team owners like Rick Hendrick value. that had anything to do with Brian, that told us we needed to “I worked with Brent when he was with Chevrolet and pivot and make a correction.” General Motors,” Hendrick said. “Very smart. Very innovative. So it was the conversation with Keselowski that led to He listens. I think he’s done a super job. You don’t always agree. NASCAR and the driver’s council to decide to have more reg- That’s just normal in this sport, in racing. I think he’s had a lot ular interactions this season. That’s just one example of what come at him from the (race team council) and everything else makes Dewar one of the most refreshing in the sport. leaders NASCAR has had in a long time. “As the sport evolves, I think he was a Dewar is no stranger to high-pressure good pick.” leadership. Before assuming chief operating With a picturesque office overlooking officer duties with NASCAR in 2014, Dewar turn 3 of Daytona International Speedway, spent three decades at General Motors with it’s easy to see why Dewar has such an opti- jobs like vice president of marketing, Euro- mistic view of NASCAR’s future. The 63-year- pean sales and marketing and general man- old is a big-picture thinker who views the ager of Chevrolet North America. flagship facility as a symbol of where the “I have worked in 146 countries with sport came from but also where it’s going. Chevrolet and conducted meetings in 40 dif- There are some who point toward sag- ferent languages,” Dewar said. “And in many ging television ratings and tracks knocking ways, it was so much easier than this. This out seats as a sign that NASCAR is some- is a really challenging ecosystem because Brent Dewar was named the fourth thing akin to a sinking ship. But Dewar has a there are so many entry points. president in NASCAR’s history in 2017. more even-keeled perspective. He views the “Like the Keselowski thing, no one was influx of fresh faces and new talent as an mad, but I had to look at it like, there was opportunity to reach casual fans and turn a reason he said it—and that was a void that we had created.” them into die-hards. Dewar’s greatest strength in four years at NASCAR has been He looks at his 11-year-old daughter, Olivia, who has com- bringing groups together and creating common ground. He was pletely fallen in love with the sport in recent years, and he the architect who encouraged drivers to form a council to meet knows there are new fans to be won if he helps point the sport with the sanctioning body and created a similar OEM council in the right direction during his tenure. He says fan engagement in which Chevrolet, Ford and Toyota periodically met to lower is key. For NASCAR to win over fans, it has to connect with costs and establish a degree of synergy. them by doing more than simply promoting races. Thus, he

30 | AUTOWEEK MARCH 12, 2018 supports tracks like Atlanta offering a restart zone bar or Bill France Jr. were the first two. Helton now serves as vice Watkins Glen providing a first-class glamping experience. And chairman to the racing organization. he’s a big believer in video games as an entry point for new fans. The title and responsibility are things that Dewar doesn’t “My daughter is really good at video games, and she kicks my take for granted. butt, but the coolest thing for me to see is that after running 12 “Someday, I’ll leave NASCAR, and when I leave, I have to be races or so, she sees that the Charlotte track is different than able to say that the brand is stronger and that my love for it is the Texas track,” Dewar said. “It’s why I say we need to stop stronger than it was the day I arrived,” Dewar said. “If I don’t talking about cookie cutters … Every track has its own identity. do that, then I failed. That’s a huge responsibility. I don’t take So we’re shifting our marketing strategies through the games.” that lightly. It’s a responsibility that I share with the drivers, the Dewar is only the fourth person to carry the title of pres- team owners and sponsors—the commercial side. It’s big. ident. He succeeded Helton, who carried the moniker for “I’ve had some good gigs in my life. It’s hard, but if it wasn’t, I 15 years before him. NASCAR founder Bill France Sr. and son wouldn’t be here.” MATT WEAVER

AUSTIN DILLON 3 FOR THE MEMORIES Austin Dillon’s Daytona 500 win puts a legendary car number back in victory lane

WHERE TO RANK this year’s Daytona 500 among the 60 run at Daytona Inter- national Speedway? It was announced as a grandstand sellout and the infield was jammed, so there’s that. The Fox TV overnight ratings were a historic low 5.1, down 22 percent from last year, 16 percent from 2016 and 30 percent from 2015, so there’s that. NASCAR scraped together 40 teams, precisely enough for a full grid. And the race had enough multicar wrecks and a classic overtime finish to make it compelling, if not a thing of artistic beauty. So what about 27-year-old Austin Dillon’s victory by 0.260 second over Bubba Wallace and Denny Hamlin, in a dead heat for second at the flag? May- be not with the ’59 opener that fea- tured Bill France’s campaign to create artificial suspense from its photo finish. Probably not with the ’76 Richard Petty- David Pearson crash in turn 4. Certain- ly not with the memorable ’79 crash and fight featuring Cale Yarborough and Donnie Allison that put NASCAR on the map. And, of course, not as memorable as Dale Earnhardt’s long-awaited ’98 victory or the ’01 crash that took his life. Seventeen Daytona 500s later, Earn- hardt returned as a major storyline. Dillon drives Chevrolets for Richard Childress, his grandfather and Hall of Fame owner who led Earnhardt to six

MARCH 12, 2018 AUTOWEEK | 31 COMPETITION PRESS titles and 67 victories in 17-plus years. finish; this one was classic NASCAR block and did what I needed to do to win. Even today, there’s nobody in the sport— bump-and-run, a tactic of which Earn- I wasn’t gonna let him have it; I wasn’t active, retired, alive or dead—as revered hardt was a master. With a mile-plus to gonna stay on the bottom and let him as the Intimidator. go, Dillon simply ran over leader Aric nail the outside, so I blocked. He got to It took Childress 13 years before he Almirola approaching turn 3. Almiro- my bumper and pushed me. I’m just felt comfortable fielding another No. 3 la didn’t wreck, but he fell back and so devastated.” car in the Cup Series, and only then be- finished 11th instead of likely winning. The carnage included 14 cars crashed cause Dillon was deemed ready for the Perhaps oddly, neither driver seemed out, including Danica Patrick in her final 2014 season. This year’s 500 came 20 to think it was dirty pool. NASCAR race, and 10 more slowed by years after Earnhardt’s ’98 victory and 17 “I did what I had to do,” Dillon said. damage. That’s more than half the field. years after he died in turn 4. “He was trying to block, and I turned But if all’s well that ends well, folks will It was Dillon’s second career victo- him. I had a run and stayed in the gas. be talking for years about the 3 car back ry, following last summer’s Coca-Cola My other option was to lift and give it at Daytona—although not necessarily in 600 at Charlotte. That was a fuel-mileage to him.” From Almirola: “I pulled up to a good way. AL PEARCE

BUBBA WALLACE THE NEXT WAVE Bubba Wallace leads NASCAR’s new stars at Daytona

YOU’LL PROBABLY LEARN Those six—in addition to Kyle much more about Bubba Wallace Larson (25), Ty Dillon (25), Dan- in the coming weeks, and that’s iel Suarez (26) and Erik Jones appropriate. He’s a genuine suc- (21)—are destined for stardom. cess story right now who might (Larson, some say, is already soon find even more success. there.) Jimmie Johnson, 42, is Just 24 years old and a rookie, the among a half-dozen “senior stars” Alabama native was third in his probably gone by 2022, leaving 150-mile qualifier and backed the playground to the kids. Don’t that with a second-place fin- be concerned that Ty Dillon, Su- ish behind Austin Dillon in the arez, Jones and Elliott crashed Daytona 500. out of the 500, or that Byron, Lar- Wallace’s reaction? “Second is son and Bowman were damaged awesome,” he said tearfully, “but by contact. The 500 is a one-off it’s horrible.” crapshoot that generally doesn’t In case you didn’t notice, foretell anything about the next Wallace was introduced after- 35 races. The youngsters did ward as “the highest-finishing nothing to sully their reputations. African-American” in the race’s Of that group, Wallace might 60-year history. The late Wen- struggle a little while RPM learns dell Scott was 13th in ’66, the about Chevrolets after years rac- fourth of his seven 500s during ing with Fords. But he’ll always the ’60s. Until this year, his ’69 be a joy to have around, given start was the race’s last by an his positive attitude, his free- African-American. Among those wheeling personality and his sending prerace wishes: Hank PHOTOGRAPHIC LAT willingness to show his emo- Aaron and Lewis Hamilton. tions. From a charismatic and Wallace, in a Camaro ZL1 for Richard Petty Motorsports, fan-appeal standpoint, he’s exactly what NASCAR needs right was best among NASCAR’s 10 much-ballyhooed younger now. And, yes, he has embraced his role as Cup’s only African- drivers: Alex Bowman (24 years old) started from the pole; American driver. Chase Elliott (22) and Ryan Blaney (24) made up row 2 after “Can’t hide it, can I?” Wallace has often said, smiling each winning heat races; Wallace (24) and Chris Buescher (25) fin- time. “I’m it. I’m the only one.” ished top-five; likely Rookie of the Year William Byron (20) Pay attention, America. This could be fun. AP started fifth.

32 | AUTOWEEK MARCH 12, 2018

WINS & LOSSES FROM THE TRACK THE WIRE

2015, but he has failed to secure a full-time ride since then. Meanwhile, in the season opener at Dayto- na International Speedway on Feb. 16, veteran Johnny Sauter beat Justin Haley to the fi nish line by 0.098 second in the NextEra Energy Resources 250. The win was Sauter’s 18th in the Truck Series. Another veteran, 54-year-old Joe Nemechek, fi nished third.

GLEN WOOD

ONE OF THE MOST enduring and endearing tradi- tions of Speedweeks at Daytona ended in Feb- ruary: For the fi rst time in 72 years, NASCAR Hall of Fame team owner/driver Glen Wood missed the Daytona tradition. Wood, now 92, attended his fi rst Speed- weeks in 1947. He drove a 1940 two-door Ford coach from his home in Stuart, Virginia, bringing along his future father-in-law and future brother-in-law. Curious about Bill France’s new stock car series, they trekked south to NHRA MEDIA watch the races on his 4-mile highway/beach line by 2.690 seconds to join fellow NASCAR course south of Daytona Beach. It wasn’t until NHRA driver Austin Dillon (see page 31) as early play- 1953 that Wood Brothers Racing fi rst brought its race cars to the highway/beach course. COURTNEY FORCE, who notched track records off qualifi ers. The victory was the 38th of Harvick’s ca- Glen Wood ran eight Modifi ed, Sportsman, for both speed and estimated time in qualify- Convertible and Grand National races on the ing, grabbed the Funny Car victory at the 34th reer, moving him past Bobby Isaac and into 21st place on the Cup Series’ all-time wins list. beach, winning three Sportsman races. When annual NHRA Arizona Nationals at Wild Horse France opened Daytona International Speed- Pass Motorsports Park on Feb. 25. The win was Next on the list, with 39, are Tim Flock and Mark Martin. way in 1959, Wood fi nished fourth in its fi rst the ninth of her Funny Car career. Convertible race and 34th (broken clutch) in Steve Torrence (Top Fuel) and Chris McGa- NASCAR XFINITY SERIES his only Daytona 500. More comfortable on ha (Pro Stock) were also winners in the second shorter dirt tracks, they were his only starts at event of the 24-event 2018 NHRA Mello Yello SPEAKING OF XFINITY and Harvick, the 2014 the self-proclaimed World Center of Racing. Drag Racing Series season. Cup Series champ led 141 of 163 laps to beat Wood raced until 1964, when he retired to Courtney Force’s win capped a harrowing fellow Cup regular Joey Logano to the line by spend more hands-on time with his team. That two-week stretch for John Force Racing, as 4.183 seconds in the Rinnai 250 at Atlanta brought him to Daytona Beach every February, reigning Top Fuel champion Brittany Force and Motor Speedway on Feb. 24. Harvick’s win was where his No. 21 Ford products generally ran 68-year-old Funny Car legend John Force each the 47th of his Xfi nity Series career. well. The team’s most recent Daytona 500 vic- survived crashes that led to hospital visits. One week earlier, Tyler Reddick scored a tory came when Trevor Bayne won in 2011. Brittany Force spent a night in the hospi- win for the Xfi nity Series regulars at the Power- tal for observation, suffering from upper body Shares QQQ 300 at Daytona on Feb. 17. That AL PEARCE soreness, following a vicious crash in the race went fi ve overtimes before Reddick beat NASCAR OFFICIALS season-opening weekend on Feb. 11 at Elliott Sadler in a photo fi nish. The offi cial mar- took time out the morning Pomona. John Force was examined and re- gin of victory was 0.000, making it the closest of the Daytona 500 to recognize another im- leased after his Peak Chevrolet Camaro crashed fi nish in NASCAR National Series history—and pressive racing streak—one held by Autoweek’s in its quarterfi nal run at Wild Horse Pass. a fi nish that will be tough to beat. own Al Pearce. Points leaders after two race weekends Pearce, who began covering the Daytona include Torrence (Top Fuel), Matt Hagan (Fun- NASCAR TRUCK SERIES 500 for Autoweek in 1973, celebrated his 50th ny Car) and Jason Line (Pro Stock). Daytona 500 this year. It’s a run that started BRETT MOFFITT BEAT Noah Gragson to the fi nish with his fi rst 500 in 1966 (a win for Richard NASCAR CUP SERIES line by 1.326 seconds following an overtime Petty), skipped three years while Pearce served restart for the win in the NASCAR Camping in the Army and resumed in 1970. KEVIN HARVICK COMPLETED a NASCAR weekend World Truck Series Active Pest Control 200 at And Pearce has been fi ling stories from sweep with a convincing win in the Folds of Atlanta Motor Speedway on Feb. 24. Daytona International Speedway every year Honor QuikTrip 500 at Atlanta Motor Speed- Moffi tt’s win was the second of his Truck since. You’ll fi nd Al’s takes on this year’s 500 way on Feb. 25. Series career. Moffi tt was the Monster Ener- on pages 31 and 32. Harvick, who won the Xfi nity race a day gy NASCAR Cup Series Rookie of the Year in earlier, beat runner-up Brad Keselowski to the CONTINUED ON PAGE 36

34 | AUTOWEEK MARCH 12, 2018

WINS & LOSSES FROM THE TRACK THE WIRE

18 by a healthy 19.8 seconds over Craig Breen (Citroën C3). Andreas Mikkelsen (Hyun- RED BULL GLOBAL RALLYCROSS dai i20) fi nished third. THE RED BULL GLOBAL Rallycross will kick off its The victory gave Neuville the points lead in eighth season June 9-10 at Lancaster Nation- the series after two of 13 rallies. al Speedway in Buffalo, New York. Five-time defending series champion Buffalo replaces Louisville, Kentucky, as Sébastien Ogier (Ford Fiesta WRC), who won the season opener. A stop at Louisville—orig- the season-opening rally in Monte Carlo, fi n- inally scheduled for May 9-10 and one that ished 10th in Sweden. He sits second in the was announced in a Jan. 4 press release—has season standings, 10 points behind Neuville. been dropped from the 2018 calendar. LAT PHOTOGRAPHIC LAT Toyota Gazoo Racing’s Esapekka Lappi and “Due to logistical challenges and sched- Jari-Matti Latvala (Toyota Yaris WRC) are tied uling confl icts, the 2018 Red Bull Global WORLD RALLY CHAMPIONSHIP for third in the standings after two rallies, 18 Rallycross season opener has been moved to back of the points leader. Buffalo,” GRC said in a release. “The season BELGIAN THIERRY NEUVILLE conquered snow- In the manufacturers’ championship will remain at 12 rounds with the expansion and ice-covered forest roads of Värmland, chase, Hyundai holds a narrow one-point lead of Los Angeles to a doubleheader event. The Sweden, with his Hyundai i20 to win World over Toyota. series hopes to return to Louisville in 2019.” Rally Championship’s Rally Sweden on Feb.

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SPORTS & IMPORTS

MOTORING HISTORIC

SPORTS & IMPORTS AMERICAN CLASSICS

1961 Porsche 356 Outlaw Fully restored outlaw built for driving pleasure with all the GT options. Purpose built engine rebuilt to 1.9 liters producing 125 horsepower. Best in Class 2018 & 2019 CORVETTES - Over 200 In 1967 CORVETTE - Pristine, 250 Miles and Best in Show winner. Stock & Inbound. Taking Deposits On Since Complete Restoration, Red/Blk/Blk, 2019 ZR1 & 2020 Mid-Engine Corvettes 427/435HP, Tri-pwr, 4 Spd, PS, AM/FM, Call Kevin Will: (313) 724-1424 or Matching # Drivetrain, NOM, $110K. Ed 1964 Shelby Cobra 289 Email: [email protected] (520)240-9174 [email protected] One of the best driving Cobra 289s, period. Full concours level paint/restoration by Canepa. An authentic rack & MOTORSPORTS SLQLRQ&REUDDQGLVÀQLVKHGRII with stunning FIA alloy wheels.

COMPETITION CARS 2011 Porsche GT3 RS 4.0 1969 CAMARO RS SS-ZZ502 V8, 700 R4, The original 4 liter 911. Only MSD, A/C, PW, Pioneer Audio, Sub & NAV, 3,458 miles since new, one Cust Lthr Int & Trnk, New Wiring, Hotchkis of only 141 produced for Susp, Headrs. Appraised /Ask $126K OBO the U.S. for only one year. (858)735-2418 [email protected] 6-speed manual with power routed to only the rear wheels. VINTAGE RACING 1966 Porsche 911 WEAVER TRANSAM/GT-1 CORVETTE - pme 2QHRIWKHÀQHVWRULJLQDOV Motor, Many Track Records, Race Canepa has ever had on of- Prepped, Numerous Spares, Show Quality fer. Documented 2 owner Car & Kenworth Rig, $200,000 OBO. car. Original paint and interior, (707)765-0153 Or [email protected] matching engine and transmission. Includes delivery paperwork.

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IT’S CALLED A DESERT, SON MILWAUKEE COUNTY SHERIFF’S OFFICE (2) MILWAUKEE

LONG TRAIN RUNNING (Thanks to Richard Peetz) MORE THAN A MISCUE

The junk-hauling business is tough, we get it, but there’s

a right way and a wrong (or at least illegal) way to move ANYTHING FOR THAT JDM LIFE wrecked cars to the scrapper. Creative as this magnificent eight-vehicle junk train spotted near Milwaukee might be, it’s in the latter camp. Look closely: The only thing holding the red jelly bean Taurus is a strap hooked to the improvised pickup truck/trailer’s door handles. (Thanks to reader Kevin Clark for the suggestion)

EVERYTHING OLD… MANUALADDICT

Curb feelers are back! Designed to protect delicate wide whitewalls, The thing they don’t tell you about importing a rare (and right-hand- they’re also perfect for defending those equally delicate (but very pricey) drive) Japanese domestic market car, like this Nissan R34 Skyline, is luxury and sports car rims, it turns out. that you get really good at going backward through drive-thrus.

Got a BWTM submission? Mail it to Autoweek, 1155 Gratiot Ave., Detroit, MI 48207, Attn: BWTM or email [email protected]

44 | AUTOWEEK MARCH 12, 2018 WHAT THE ROAD DEMANDS, THE GS DELIVERS.

While you may think of the road as a series of curves and straights, the Lexus GS takes a more detailed approach. Continually analyzing the road’s contours and composition, the GS reacts to its ever-changing circumstances with lightning-fast shifts and an exceptionally agile suspension. Available in F SPORT, the GS 300, GS 350 and GS 350 AWD are ready for just about anything the road sends your way.

VARIABLE DRIVE MODES OPTIONAL ALL-WHEEL DRIVE

AVAILABLE 12.3-INCH EIGHT-SPEED TRANSMISSION MULTIMEDIA DISPLAY WITH PADDLE SHIFTERS (RWD)

lexus.com/GS | #LexusGS