Driving an F1 car may pay well, but it’s the physical and mental equivalent of playing a full violin concerto while getting kicked repeatedly in the head by a horse, and an ill-timed sneeze could get you killed or fired. I would say that qualifies as somewhat tough. Even more so if you step out of the car to have this…

It’s too bad that the sticks on most cheap cars are attached to linkages that might as well be made of overcooked linguini.

The magic seats in the Honda Fit.

It’s even harder when the car’s a steaming turd, and you have to deal with Guenther Steiner on a daily basis.

They’re also paying about $5.50 a gallon for gas, and MPGs usually take a pretty hard dive over 80.

I guess it depends on the farm. The truck was front wheel drive only, and the batteries ate up a large part of the bed. I don’t recall exactly what the payload capacity was, but even with the lighter batteries it was probably only a few hundred pounds. Towing was out of the question.

The S10 EV debuted with a 1200lb lead-acid battery back yielding about a 30 mile range. It’s not surprising that there were few takers.

It will be interesting to see if teams who are running short on power units or nearing their budget cap sit out the session rather than take the risk.

It’s gotta be driving for Haas.

“I’d like to be in control of the building . . . you know, I don’t wanna have to go to somebody every time we want to change a lightbulb.”

The big downside to consolidation is that those of us living in the middle of nowhere already have to drive for hours to get warranty/recall work done.

You may be applying braking torque to all four wheels, but there are big differences in how it’s done. In a 2WD or AWD car, the brakes are acting almost independently between the four wheels (including a front/rear bias), and it’s possible for any one wheel to slip on it’s own. In a 4WD with diff locks, braking…

It’s the cold start cycles and city driving that really wear things out. Interstate miles almost don’t count.

In the rust belt, number of winters is a much more important than number of miles.

On almost anything made after the late ‘60s, even if the detached caliper snagged something and blew out the line you would have still had full braking in either the front or rear wheels. That’s the whole point of a dual circuit system. Two things need to fail catastrophically to leave the car without brakes.

It’s called a hand brake, and it’s for turning rotation impressing the ladies.

For straight line stopping distance in deep snow, you absolutely cannot beat a proper 4x4 with no ABS. With all four wheels locked, the snow piles up in front of them and will stop the vehicle quickly.

Conversely, AWD doesn’t automatically mean good in the snow. Particularly when it’s on a super car with fat summer tires and two inches of ground clearance.

That the parking brake is some kind of backup emergency brake. A) A complete brake failure is nearly impossible with a modern dual circuit system. B) Even if your brakes did fail while driving, locking up the rear wheels would not improve your situation.

AT tires are about as good in snow as all seasons.