Aurelia Butler

NASCAR has pulled the sheet off its seventh-generation Cup car, dubbed the Next Gen. The Next Gen is an all-new platform aimed at reducing operating costs and making the race cars look more like the production cars they are based on. With the Next Gen comes more modern technology such as independent rear suspension, rack-and-pinion steering, and aluminum wheels.NASCAR has revealed the seventh-generation Cup series race car, which it’s calling the Next Gen. With inspiration coming from Australian Supercar and GT3 racers, the Next Gen modernizes the Cup car, which has evolved at a snail’s pace since the series formed in 1948. Even fuel injection wasn’t implemented until 2012 (the Xfinity and Camping World Truck series still rely on carburetors). The Next Gen allows manufacturers to shape the race cars’ bodies to better represent the Chevrolet Camaro, Ford Mustang, and Toyota Camry they share a name with. The hardware advances with the new car are prodigious. Here’s a deeper dive into the many changes.Body and AerodynamicsThe most obvious change to the Next Gen cars is visual. NASCAR has enabled the teams to shape the bodies to more closely resemble the production cars they are named after. No, the Toyota Camry will not have stickers to make it look like a four-door, but the overall profiles and noses will better represent the streetgoing versions of the ‘Yota, Chevrolet Camaro, and Ford Mustang. Once the teams submit their designs, NASCAR then verifies that they meet their stringent aerodynamic requirements. The bodies will also be symmetrical. In previous generations, the passenger side protrudes out farther than the driver’s. This has allowed the body to create more side force.

Chevrolet’s version of the Next Gen NASCAR racer.
Chevrolet

Currently, the Cup bodies are constructed of sheetmetal. The carcass of the Next Gen car, such as the Xfinity Series cars, will be assembled with carbon-fiber-reinforced plastic panels. The carbon-fiber bodies are more flexible and durable, meaning an unpleasant interaction with another driver or an intimate encounter with the wall will have fewer consequences. They will also be cheaper for teams to repair by only requiring a panel to be replaced rather than an entire body side.

Toyota’s Next Gen race car.
Toyota

Dimensionally, the body has shrunk. The 50.4-inch roofline sits roughly 1.5 inch lower than before, and shortening up the decklid has removed 6.0 inches from the overall length. At 78.6 inches, the body is 1.6 inch wider, and the wheelbase remains the same at 110.0 inches.

Aerodynamically, the front splitter and rear wing will always be dictated by NASCAR to limit how much downforce a car can generate, while at the same time limiting speed. However, two big changes are happening with the Next Gen car. Previously, teams would engineer any exposed element on the underside to make them more aerodynamic or to provide some downforce. This gets costly, and some of the smaller teams lack the budget to develop these parts. Now, the underside of the car features carbon-fiber undertrays to create a flat surface, removing the need to develop those parts, and to smooth out the air that will flow through rear diffuser—a first for NASCAR. As with the other aerodynamic elements, NASCAR will change the diffusers based on what track they are running. The hood now features NACA ducts to help extract heat. ChassisPreviously, raw steel tubing would enter a race shop at one end, and a tube frame would exit the other. That is no longer the case. Michigan based Technique Inc. will provide all the frames, which now consist of a common center cage with bolt-on front and rear substructures. The idea here is that when an inevitable crash occurs, the bolt-on structures can be replaced rather than cutting up or throwing away an entire tube frame, and in turn, this should help reduce operating costs. The current car relies on a single-adjustment damper to absorb high-speed abnormalities on the race circuits. The race haulers are filled with dampers for engineers to choose from and then fine tune, while also choosing the correct spring rate. That will be no more. NASCAR has tapped Öhlins to provide a four-way-adjustable damper at all four corners. This will allow teams to tune a single unit for various tracks, with the potential for making adjustments on pit lane. As before, which springs are selected will be track dependent. Up front, billet aluminum control arms will locate the wheels, but in the rear is where a much-needed, long-awaited, and quite possibly the biggest change is occurring. Currently, the car rides on a live axle in the rear, located by two trailing arms. The Next Gen marks the change to an independent rear suspension. The multi-link configuration allows more adjustment and will pay dividends on road courses, which NASCAR continues to add to the schedule. The in-car driver adjustments to the track bar (the side-to-side movement of the rear axle) are removed, but the wedge (rear spring tension) will still be adjusted on pit lane by dropping a wrench through the rear window.Believe it or not–because we couldn’t–the current car still uses a recirculating-ball steering box. This ancient technology dates back to the start of stock-car racing and can be found on a Jeep Wrangler or Gladiator. While in NASCAR form, it’s almost certain the worm-gear box is more precise than that of a Jeep, the move to a rack-and-pinion steering system brings the car up to modern standards. DrivetrainThankfully, NASCAR has made no changes to the heart of these cars. Under the hood, the pushrod V-8 engines from Chevrolet, Ford, and Toyota will still be limited to 358 cubic inches and capped at 550 horsepower for restrictor plate racing and 670 hp for all other tracks. Whereas the current car features a crossover pipe so that all eight cylinders bark their glorious tone at the fans, the new undertray required a change to how the exhaust is routed. Each bank of cylinders will now exit from the left or right of the car, meaning you might only hear an inline-four from the stands. We’ll save our judgment until we hear the car ourselves. In transmission news, the four-speed gearbox is replaced by an X-Trac–supplied five-speed transaxle. The engineering departments say that we won’t see any downshifting at the high-speed ovals, as NASCAR’s final-drive selections will make sure that doesn’t happen, but the additional gearing will provide more gear swaps when the series visits road courses. Part of NASCAR’s mission was to develop a platform that can be adapted over time, and the transaxle supports that strategy, as it will enable–gasp–eventual hybridization to the powertrain. When that technology arrives in NASCAR has yet to be announced.
Wheels, Tires, and BrakesA major part of a NASCAR race is the show that occurs on pit lane. The impeccably orchestrated tire-changing sequence where high-rpm air guns wail away at five lug nuts per wheel can make or break a race. The old 15-inch wagon wheels will be sent to pasture with the introduction of the Next Gen and be replaced by a BBS supplied 18-inch forged aluminum wheel. The change to a center-lock wheel met the most pushback from teams, but it was required because of the destruction the 10,000-rpm air gun would cause each time is was slammed against the aluminum wheel. The move to a center-lock wheel better aligns the Cup series with any other noteworthy racing class. NASCAR claims that due to the speed and the weight of the cars, the center lug has more clamping force than any other series. The wheel change will certainly make for quicker pit stops but provide far less drama. With the larger wheels comes a new tire. The Goodyear Eagle race rubber gets wider, growing from a 305-section width to a 365, and has a shorter sidewall. The 18-inch wheel also opens the door for bigger brakes, measuring 15.0 inches in the front and 14.0 inches in the rear, up from current 12.7-inch rotors at the front and rear. There will be two rotors to choose from, both having the same diameters but different thicknesses. A narrower rotor will be used for high-speed ovals, while a thicker rotor will be tasked to manage the higher thermal loads of short tracks and road courses. The clamping forces will be provided by a six-piston caliper in the front and a four-piston out back. On paper and in photos, the cars look spectacular. The changes to the all-new car are impactful, but the biggest question remains: How will the cars race? That we will not know until they make their debut in 2022 at Daytona International Speedway. We can only hope for some exciting racing as NASCAR is motorsports first, entertainment second.
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Two new Hyundai recalls include models such as the 2013–2015 Santa Fe Sport and the 2019–2020 Elantra.The Santa Fe Sport recall is for a possible short within the anti-lock braking module that could cause an engine fire.The Elantra, Veloster, and Kona recall is for improperly treated piston rings, which could also cause an engine fire.Hyundai is adding more potentially affected vehicles to its list of models with increased risk of fires, with two new recalls that include the Santa Fe Sport, Elantra, Kona, and Veloster. The total number of vehicles potentially affected in the U.S. is 277,045.

The first recall is for the 2013–2015 Santa Fe Sport crossover, with 151,205 units potentially affected according to NHTSA. It is for a defect with the braking system that could cause break fluid to leak into the ABS module, possibly resulting in an electrical short. This could increase risk of an engine fire. Owners will be notified in June, at which point dealers will begin inspecting and replacing the ABS module if necessary.The second recall affects 125,840 total units including 2019–2020 Hyundai Elantra, 2019–2021 Kona, and 2019–2021 Veloster models equipped with a 2.0-liter inline-four engine. These engines may have improperly heat-treated piston oil rings, which could cause oil to leak onto hot exhaust components. Owners of affected vehicles will receive letters in June, and dealers will be prepared to replace the engine in certain cases.These latest recalls add to Hyundai and Kia’s recent woes, as the two Korean automakers have recalled hundreds of thousands of vehicles for similar issues. Numerous Hyundai, Genesis, and Kia models have been recalled for similar potential brake-fluid and electrical-short issues. You can check the NHTSA recalls site to see if your vehicle is affected.

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The 2021 Ford Explorer is adding a rugged trim level called Timberline.It features a lifted suspension, all-terrain tires, and a few visual changes inside and out.The Timberline starts at $47,010 and comes standard with all-wheel drive.Ford already has many names meant to indicate a rugged attitude—Tremor, Raptor, Bronco, Badlands—and the 2021 Ford Explorer is adding another to that list with its new Timberline trim level. This model includes a few mechanical upgrades and an outdoorsy appearance, with standard all-wheel drive, a lifted suspension, and all-terrain tires, among other features.

Looks-wise, the Timberline has a different grille, red tow hooks, front and rear skid plates, and 18-inch wheels. It’s also offered in a new Forged Green color, pictured here. There’s a bit of extra off-road capability in play thanks to the 0.8-inch suspension lift, retuned springs, Bridgestone Dueler all-terrain tires, and a Torsen limited-slip rear differential. Ford says the Timberline has the same upgraded shocks as the Police Interceptor version of the Explorer, but with different tuning meant for off-road use.The interior features stone mesh dashboard trim, cloth inserts for the seats, and various Timberline logos that are shaped like a mountain range. Standard features include heated front seats and a heated steering wheel.
The Explorer Timberline is only offered with the SUV’s base engine, a turbocharged 2.3-liter inline-four with 300 horsepower and 310 pound-feet of torque. A towing package comes standard and Ford claims a tow rating of 5300 pounds. Various outfitter packages will be available and include accessories such as rubber floor mats and roof-rack crossbars.With a starting price of $47,010, the Timberline fits in price-wise between all-wheel-drive versions of the XLT and Limited models within the Explorer lineup. It’ll reach dealerships in the U.S. this summer.
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In our highway fuel-economy testing, a Tesla Model S Long Range Plus went 320 miles at an average speed of 75 mph. This is the first EV that’s broken the 300-mile barrier in our range testing. The Long Range Plus model has the same 100.0-kWh battery pack as its predecessors, such as the Model S 100D, which went 270 miles in the same test. Tesla unlocked the extra range with a series of efficiency-minded modifications to the rest of the car.In the five years since we started conducting a 200-mile highway fuel-economy test, we’ve had the pleasure and inconvenience of running the test on a wide array of EVs. The test involves an out-and-back loop of a 100-mile stretch of interstate taken at a cruise-controlled 75 mph. Often, a highway fuel economy test of an EV involves a shortened loop and a lot of nail-biting on the part of whichever test driver has been assigned to the task. But when we recently got our hands on a Tesla Model S Long Range Plus, the scene was different. No shortened loop, no nerves. We had to lengthen the course instead, notching 320 miles at 75 mph, the best result of any EV yet.

The Model S Long Range Plus was a flash in the pan of Tesla’s lineup. Announced in June 2020 with an EPA-estimated 402 miles of range, it’s already off the menu as Tesla prepares for the launch of the Model S Long Range, Plaid, and Plaid Plus, which promise 412, 390, and more than 520 miles of range, respectively (not to mention claims of sub-two-second zero-to-60-mph times for the Plaids). But even if it’s destined to be quickly overshadowed by an even more impressive sibling, the lucky few who bought a Long Range Plus while it was available should take heart in knowing that, for now, they’re driving the only EV on the road that could actually beat certain gas cars in a range battle. The Model S Long Range Plus would tie in a range war with a Mustang Shelby GT500, which earned 20 mpg during our highway fuel-economy test and has a 16-gallon fuel tank. And that’s only if the driver of the GT500 could resist the siren call of the Predator V-8 and stick to a 75-mph cruise. At the 320-mile mark, the low fuel light would probably be on in a Jeep Renegade, which earned 29 mpg on our test but has a 360-mile range between fill-ups. The Model S Long Range Plus has a 100.0-kWh battery, the same capacity of its predecessors such as the 2018 Model S 100D, which had 335 miles of range according to the EPA methodology and went 270 miles in our highway range test. Tesla eked out 67 extra miles of EPA range by employing a number of efficiency measures, including shaving weight from the car’s interior, adding model-specific aerodynamic wheels and tires, and making tweaks to the electric motor. Those changes also helped us go 422.7 miles in a different Long Range Plus during a test in which we drove at 65 mph instead of the 75 mph we use for our highway fuel-economy test. We’re eager to get our hands on a Model S Plaid Plus, as it claims nearly 30 percent more range, but the launch of that trim has been delayed until the middle of next year, so the Long Range Plus should hold our EV highway range crown for a while.
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The Torsus Praetorian is an off-road bus that can hold up to 35 people.It uses a heavy-duty MAN truck chassis and a six-cylinder diesel engine.Prices range from the equivalent of $185,000 and go up to around $445,000.What vehicle would be best suited for the apocalypse? The typical answers tend to feature rugged trucks or SUVs. But what if you need to move more people?This could be the bus for the end times. Built in Slovakia, the Torsus Praetorian is able to carry up to 35 occupants further into the wilderness than almost anything else thanks to its combination of a bus body with the underpinnings of an off-road truck. Using a heavy-duty MAN chassis, four-wheel drive, and a six-cylinder diesel engine, Torsus claims it can climb a 33 degree incline and wade through water up to three feet in depth.

Torsus

Designed to haul personnel through the world’s toughest environments, the Praetorian uses a 6.9-liter MAN D08 turbodiesel engine which makes 286 horsepower and 849 pound-feet of torque and a nine-speed ZF automatic transmission. It can operate in rear-drive mode, or the front axle can be engaged. There is also a front differential lock, although selecting this restricts the front wheels’ steering angle. Torsus claims a 32 degree approach angle, 26 degree departure angle, and minimum ground clearance of 13.4 inches beneath the axles. Fully laden, the Praetorian’s maximum possible weight is a substantial 29,550 pounds—and it also has a standard 62-mph speed limiter. Given the forces involved, that’s probably sensible.Torsus is particularly proud of the Praetorian’s air conditioning system, which has been extensively tested in environments as hot as Australia’s Great Sandy desert. The company says it can reduce the temperature in the cabin from 140 Fahrenheit to 85 Fahrenheit in just three minutes, and down to 68 Fahrenheit in under 15 minutes—all while carrying a full load of 35 occupants. The system can also provide addition cooling to the engine in extreme situations, like trying to climb sand dunes. A similarly powerful heating system and the bus’s insulation are designed for Arctic conditions.

Torsus

The Torsus Praetorian has been on sale since 2018, but new innovations for 2021 include LED lighting, a power-operated door that incorporates pneumatic footsteps, and an automatic fire suppressant system for the 79 gallon fuel tank and underhood area. While designed primarily for industrial and military use, the Praetorian is available in various configurations, from bus to what the Torsus refers at as a “Command Center.” There’s even the chance for adventurous millionaires to buy overland camping versions, or alternatively to commission their own build based on the stripped-out entry level version. Prices start at the equivalent of $185,000 for the bare-bones version and rise to $445,000 for the top-spec Expedition. Sadly, the Praetorian isn’t federalized for sale in the U.S.
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