5 Takeaways from the First-Ever Formula E NYC ePrix

1. The noise takes some getting used to...

...but is actually pretty cool. The whirr of electric motors can't hold a candle to the wail of an F1 car (even in the V6 hybrid era), but when the cars are driving at 140 mph, very little of the sound that you hear actually comes from the motors. Instead, the sound of wind sweeping over the aerodynamic bodywork and the squeal of tires dominate. Hearing the tires chirp as the cars sped around the circuit was informative, helping me pick out where the cars were struggling to find grip. Furthermore, the combination of noises creates a robotic and futuristic effect, making for a exhilarating experience.

2. The cars are much faster in person than on TV

Going into the race weekend, I was skeptical. Not only is the nuanced sound reduced in videos, but the race cars also look lethargic. But from the moment the five red lights went out, I knew that the videos had been deceptive. The instant maximum torque produced by electric motors means the cars jump off the line, and as 20 cars blasted past me on the opening straight, I was blown away. Speeds do decrease deeper into the race as drivers look to conserve energy, but the cars continued to move around the track at a blistering pace.

3. And the racing is pretty exciting

The Brooklyn circuit is quite narrow and features some pretty tight turns, but it doesn't turn into a Monaco-like parade. Passing was plentiful, and a battle for the lead on Sunday between Sam Bird, Felix Rosenqvist, and Nick Heidfeld produced some fierce moves. Unlike fragile Formula 1 cars, a small touch doesn't result in irreparable damage. Many of the most exciting incidents of the weekend were because of the cars durability under light contact, for example when a defending Antonio Felix da Costa pushed into the side of Loic Duval as Duval attempted a pass around the outside, resulting in da Costa braking too late and spinning. 

4. The track could use more vantage points and more TV screens

While watching from the grandstand allowed a better overall view of parts of the track, it was far more electrifying to experience the race from down below, just 15 feet from the action. However, the TV screens were positioned only for those sitting in the two grandstands, making it impossible to follow the rest of the race while viewing from the ground. Furthermore, some of the best spots on the track for passing were inaccessible, such as the first hairpin after the starting line. And only about half of the circuit was open to the general public--the pit entry and exit, finish line, and several turns were all off limits to those without a VIP pass. Formula E should not only provide more screens so that spectators can follow the race from the ground, but the entire circuit should be accessible as well to create a less isolating experience.

5. And the fan experience still has logistical issues

The eVillage "fan zone," was advertised as being full of entertainment but resulted in a brief visit. The BMW and Jaguar stands were the most interesting--Jaguar brought its I-Pace Concept while BMW showed off the i8, i3, and 530e-- and the Roborace concept also made an appearance. There were only a few other stands, which featured some uninteresting marketing material and the racing simulators, which were overcrowded throughout the weekend. However, the most disappointing part of the eVillage was the autograph session. The line was completely unsupervised by staff, resulting in many people jumping in at the front, and in the 30 allotted minutes the entire line moved about 20 feet. Hundreds of fans waited on the line for all 30 minutes only to be turned away, and with no explanation of why the line had barely moved. I managed to catch up with Alex Lynn on his walk back to the paddock for an autograph and selfie, but other people continued waiting even after the 30 minutes, since the staff didn't bother telling those at the back of the line that the session was done.

Despite the issues with the eVillage and viewing the race from the sidelines, the ePrix itself was an thrilling experience and I look forward to Formula E returning to Brooklyn in the future.

   

Kia Stinger

The midsize luxury sport sedan segment has grown increasingly crowded. The long-time class leader is the BMW 3 Series. Mercedes has it's elegant C Class cruiser; there's also Audi's conservative A4, and Alfa Romeo's flashy new Giulia. Jaguar just rejoined after a long hiatus with the XE, Cadillac sells the ATS, Volvo still makes the aging S60, and there's also the Japanese brands: the Lexus IS, Infiniti Q50, and Acura TLX.

And now, there's the brand new Kia Stinger.

Wait, what? Kia and luxury, that seems like an oxymoron, but it is real. Kia, and sister brand Hyundai, have been expanding upwards into the luxury market over the past several years, having started with the Hyundai Genesis and Equus in the early 2010s. The full-size luxury Kia K900 was launched in 2013. Despite sluggish sales of the K900, Kia has pushed forward with the new mid-sized Stinger.

The sharp-looking Stinger shows the Korean brand can hold its own among the European heavyweights. The Stinger was a long time coming. It was previewed in 2011 by the GT Concept, a rear-wheel-drive, turbocharged V6-powered sedan, and the 2014 Kia GT4 Stinger Concept, a rear-drive turbocharged I4-powered coupe. Both concepts were dynamic and redefined what a Kia could be. But they were just concepts, unrestricted by budgets and safety regulations. No one was sure how a production version would come out.

Piercing headlights begin the aggressively elegant styling on the Stinger. The headlamps are comprised of two HID bulbs and a series of LED lights, creating a detailed, sleek appearance.  Kia's corporate grille, the Tiger Nose, sits between the sharp lights, thin and wide, looking like a menacing smile. While that may be a negative comment on a lot of cars, it works here. This is mirrored by a gaping vent below, which features two fierce chrome teeth sticking up at the edges. Both grilles feature a visually arresting dotted pattern. Flanking these grilles and slotted beneath the headlights are functional, cavernous air ducts, which feature a bold character line that extends out of the front splitter. Overall, the Kia Stinger's front fascia has an assertive mien.

The Stinger is most beautiful in profile, mainly due to the fastback body style. This swooping roofline is accentuated by the top window trim piece, which extends beyond the daylight opening, alongside the rear window, and into the trunk lid. Furthermore, a soft character line runs back from the headlights, creating a graceful belt line. The side view doesn't lose touch with the Stinger's performance intentions, however: polished grey window trim, blacked-out mirrors, and striking five-spoke wheels remind you of the Kia's athleticism. This image is bolstered by a large side vent, with sharp creases cutting through the doors behind it.

The tasteful mix of elegant and powerful design continues on the rear of the car. The full-width taillights, like the grille, employ the thin-and-wide look to make the car appear lower to the ground and more muscular. The taillights also sport a unique design element originally found on the GT Concept: the narrow strip that wraps around onto the rear fender. While the Stinger would have looked just fine without it, the extra-long taillights help distinguish it in a packed market. The lower rear fascia is full of character, with small faux vents sandwiching a piano black diffuser and quad exhaust pipes.

The Kia Stinger GT is a pretty direct interpretation of the GT Concept for the road. While some of the concept's looks were toned down, the Stinger's exterior still exudes performance, but doesn't overdo it. Instead, the fastback roof and ornate headlights and grille help the Kia stay classy. Let's just hope that the Stinger, which is set to be powered by a 360 hp twin-turbo V6, is as fast and fun to drive as it looks.

Grade
Front: A
Back: A
Overall: A

Artistic Photo #13

Ferrari 458 Italia in Naples, Florida (Taken on December 28, 2014)

Car Lyric of the Week: Kanye West on "See Me Now" and "Run This Town"

"See Me Now":

"'Tention to detail is so uncanny
And the whip's on the Sprewells, it's so un-Camry"

"Run This Town":

"I bought my whole family whips; no Volvos"
"What you think I rap for, to push a f****n' RAV4?"

When rappers boast about their expensive cars, they tend name-drop famous supercars and luxo-barges: Ferraris, Rolls-Royces, and Maybachs to name a few. But in his verses on "See Me Now" and Jay Z's "Run This Town," Kanye West uses a different approach: explaining what he's not driving by insulting more ordinary cars. West takes shots at Toyota in both tracks, pointing out that he wouldn't still be rapping if all he could afford was a measly Toyota RAV4. He also drops hints about his immense net worth, claiming that he bought his relatives something more luxurious than a Volvo. West may have a point about the Toyotas, which are reliable but quite bland, but when it comes to the Volvos, he might want to reconsider. During the 1970s, Volvo earned a reputation as the perfect family car with its 200 Series. These boxy sedans and wagons were spacious and more importantly safe--and ever since Volvo has been a pioneer when it comes to safety. While a a Bentley may look more elegant, West might want to look at new Volvo, especially now that he is a father of two.

2015 Toyota Camry at NYIAS

Volvo 200 Series in Alaska

2016 Toyota RAV4 at NYIAS

DRIVEN: 2016 Hyundai Sonata

For the first 20 years of Hyundai's existence, their slogan could have easily been "Dull but sensible." From the late 1980s, when Hyundai entered the U.S. market, until the late 2000s their products were practical and functional, but certainly not desirable. But in 2010, Hyundai unveiled a radical look with a new Sonata midsize sedan and Tucson compact crossover. These two vehicles ushered in the "Fluidic Sculpture" design language, signaling a major shift as Hyundai began to shed its bland image over the next few years.

Now, in 2017, Hyundai has solidified itself as a main player in the affordable family car segment as it has continued to roll out more capable and attractive vehicles. "Fluidic Sculpture" has given way to a more sophisticated and straight-edged look, but the newest Sonata appears to be relying on these good looks to cover up some deeper flaws. Over the summer, I spent a week with a 2016 Hyundai Sonata SE, and while not as radical as its predecessor, the 2016 model is quite handsome. However, a few minor issues hurt the cabin and loose steering and unresponsive brakes let it down on the road.


Up front, the trapezoidal grille with thin horizontal chrome bars lends the Sonata a stately appearance and the shiny coating adds a dash of luxury. Chrome also graces the lower fascia, where a thin bar creates a sort of "eyebrow" for the fog light housing. While this "eyebrow" looks sharp, the base model doesn't actually feature fog lights in the housings, resulting in lots of empty, cheap-looking space. Above this design flourish sit the attractive headlights, the orientation of which echoes that of the previous generation: extending backwards and slightly widening when bending around onto the front fender. However, the 2016 Sonata does away with its predecessor's swooping design language, instead featuring a more squared-off outline. While conservative, the heavy use of straight lines creates a dignified, mature front fascia.

The attractive but safe styling continues on the sides of the Sonata, with a sharp character line traveling from the front wheel arch to the gas cap and another straight crease running parallel along the bottom of the doors. The five-spoke hubcaps are a pretty standard affair, as is the daylight opening, which simply follows the outline of the roof. One of the most unique elements of the previous generation returns: the chrome window trim starts at the headlight, instead of the base of the A-pillar, before wrapping its way around the side windows. By connecting the headlights to the daylight opening and extending the line created by the flowing LED strip in the headlight, this element subtly creates a cohesive profile design.

The Sonata features a short rear deck, making this midsize sedan seem more like a fastback. While a fastback design makes some cars, like the Audi A7, sleeker others end up looking stunted, like the BMW 5 Series GT. The Hyundai is somewhere in between--when viewed from the side, the roofline smoothly flows into the taillights, but when viewed from a rear three-quarters view it appears stubby. The rear deck also featured a small lip spoiler, which, along with the chrome-tipped trapezoidal exhaust pipes, adds a sporty flavor to the rear design. The taillights continue the trend from the front end of expressive, sharp, and straight lines. Overall, the rear end is attractive, although it would have been nice to see more chrome, to match the more luxurious and stately front end.

If all you did inside the Sonata was sit and look around, you would be quite happy. The seats, both front and back, are comfortable, although the off-white color makes dirt and stains easily visible. Legroom is plentiful for the front and rear seats, while headroom is spacious up front and slightly constricting for taller occupants in the back. The front dashboard design, while not particularly exciting, is still pleasant to look at--the combination of black, silver, and light tan works together well. The center console is well-organized and features a 7-inch infotainment screen--adequate for the segment. The piano black trim looks luxurious and isn't overused, which means fewer smudges. The gauge cluster behind the simple steering wheel also features a clean, ordered layout. The small screen in between the two gauges displays a useful graphic showing which doors are open.

However, once you begin to play with the knobs and interact with touch points, the Sonata begins to falter. The silver woven trim doesn't stand out when viewed from afar, but up close the bumpy texture looks and feels cheap. The dashboard would have fared better had it featured the smooth silver trim from the center console. The central control center is also flawed. The hazard button doesn't light up when the hazards are turned on, making it harder to know if you have accidentally left them flashing. The tuning and volume knobs for the radio were a bit finicky, making it easy to accidentally flip past the radio station you wanted or have trouble adjusting to the right volume. Finding the right station might not be a huge issue when cruising around your hometown, since you could preset your favorite stations, but when traveling somewhere new, as I was, it can get quite frustrating--particularly when searching through the myriad of channels offered by Sirius XM satellite radio. The ceiling of the cabin was covered in inexpensive fabric, which created an unattractive bump around the main cabin light.

Another annoying feature is the air conditioning vents, as the tabs used to adjust the direction of airflow prevent the vents from being fully closed causing conflict when one person gets cold but the others still want the AC. While they could simply try pointing the vent as far away from themselves, even this measure is futile, as the bulkiness of the tabs limits the angle at which the vents can be adjusted. My final quibble with the interior is one of personal preference, as I find the leather gear shift covers lumpy and unattractive.


Despite its distinguished looks, the Sonata does not drive like a luxury cruiser. The steering wheel feels very light, with a small adjustment by my hand causing the steering wheel to turn far more than was intended. This loose steering is uncommunicative, and definitely does not instill confidence in the driver. Neither do the unresponsive brakes. When I would push down on the brake pedal, there was absolutely no feedback, meaning I couldn't feel how much I was actually slowing down. While a quick check of the speedometer and my seat belt holding me in place through Newton's Third Law confirms that I am actually slowing down, it can still be disconcerting.

I also found issues with the gas pedal. Acceleration at city speeds was adequate, but pushing just a bit too hard on the throttle when at a standstill causes the Sonata to stumble slowly and then suddenly lurch forward. Furthermore, between 45 and 65 mph, the Sonata felt impossibly slow. When I would press down the throttle, the car would continue at that speed for what seemed like an eternity (probably more like 3 seconds) before finally kicking in and speeding up. This delayed acceleration was frustrating, and could prove stressful when passing on a two-way country road. Finally, the automatic gear shifter felt clunky when changing from "park" to "drive." Overall, from the driver's seat, the Sonata was a disappointment to drive.

The Sonata's handsome exterior design and pleasant interior are overshadowed by functionality issues in the cabin as well as unresponsive brakes, steering, and acceleration. Hyundai has certainly come a long way in the design department, but their midsize entry fails to provide a really gratifying driving experience.

Grade

Front: B+

Back: B+

Overall Exterior: B+

Front Seats: B-

Rear Seats: B

Overall Interior: B- 

Driving: C-

Artistic Photo #12

Citroen 2CV in Rome, Italy (Taken on August 11, 2015)

Car Lyric of the Week: Can't Tell Me Nothing and Mercy by Kanye West

     Can't Tell Me Nothing:

     "Let up the suicide doors
     This is my life homie, you decide yours"

     Mercy:

     "Let the suicide doors up
     I threw suicides on the tour bus
     I threw suicides on the private jet
     You know what that mean, I'm fly to death"










     On the defiant, yet introspective "Can't Tell Me Nothing," Kanye calls out the haters while reflecting on the consequences of wealth and fame. However, Yeezy also makes a small blunder: he mistakes scissor doors for suicide doors. Suicide doors are hinged at the rear and open backwards, and can be found on modern Rolls-Royces. Scissor doors are what Ye actually meant to rap about, as these open vertically, and these expensive contraptions have been made famous by Lamborghini. This is an excusable mistake on West's part, but unfortunately he made the exact same error five years later. On "Mercy," a Lamborghini Murcielago-dedicated banger off his collaboration album Cruel Summer, Kanye yet again messes up. Making the mistake once is understandable, but the fact that he spits essentially the same line five years later makes me wonder if no one told him he was wrong in the first place in fear of bruising his sensitive ego.

Suicide doors on a Rolls-Royce Phantom Drophead Coupe at the 2015 New York Auto Show

Scissor doors on a Lamborghini Murcielgao at the 2015 New York Auto Show