SR-176 reopened after crash that trapped person
One person was trapped in the vehicle, according to a social media post from the Association of Cleveland Firefighters IAFF Local 93. Firefighters were expected to use hydraulic jaws to free them.
Motorists were asked to avoid SR-176 North if possible.
Siren's Curse safety system stopped roller coaster; riders escorted off
Cleveland Guardians pitcher Luis Ortiz on paid leave amid investigation
ODOT traffic cameras showed SR-176 traffic backed up to at least Spring Road.
Just after 1 p.m. on Thursday, motorists on SR-176 were told to expect a delay of about a half-hour between mile markers 17 and 18, according to ODOT.
Footage from the crash scene shows cars were being routed past just after 1:30 p.m.
ODOT just before 3 p.m. reported the roadway had been reopened.
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New York Times
33 minutes ago
- New York Times
Shane van Gisbergen's disruptor-level NASCAR success opens the door to more
Imagine you are a NASCAR team owner today with a multi-car organization, and some of your cars are currently out of the playoffs with six races remaining in the regular season. You've watched as Shane van Gisbergen has won three road course races in a month to leap your cars in the standings, get his team into the playoffs, and prepare to cash in on the accompanying extra money he'll get from finishing in the top 16 of the Cup Series points. Advertisement Heck, the guy is third in the playoff standings as a rookie. He's tied for the series lead in wins this year! So what do you do as an owner? Would you be able to avoid being a prisoner of the moment? Because it sure would be tempting to allow van Gisbergen's success to change the calculation for how you run a race team. Trackhouse Racing owner Justin Marks, always with a mind on being the 'disruptor,' surely has done it this time. He figured out a way to game the NASCAR playoff system in a way no one else has. While we knew there was an opportunity for a road course ringer to win their way into the playoffs — AJ Allmendinger has long been proof of that — no road racer with this type of dominance has come along until now. You can say it's the perfect combination of van Gisbergen's background (touring cars in Australia which are a distant cousin to NASCAR's Next Gen) and timing (the Next Gen is a spec car, which gives van Gisbergen equal equipment to his competitors). But van Gisbergen hasn't just won a single race. He's won three. And no matter what playoff format NASCAR comes up with, there's always going to be a spot in the field for multi-time race winners. From winless to one of the top seeds in the #NASCARPlayoffs. Talk about a swing for @shanevg97! — NASCAR (@NASCAR) July 14, 2025 Even if they shrunk the field to 12 drivers, he'd be in. And back in the traditional 10-race Chase, NASCAR tweaked the format to allow for a 'wild card' spot (the highest driver outside the points with the most wins). So van Gisbergen, with three wins, is a playoff driver no matter how you slice it. If you don't think teams notice this, you're lying to yourself. 'This is showing the relevance of mastering (road course) races (in) NASCAR,' former open-wheel and NASCAR driver Max Papis posted Sunday night on X. 'This will open (the) door to a variety of racers that might never had a (shot) at it.' Advertisement That's how it always works in NASCAR. A short-track racer finds success in the Cup Series, and suddenly that's the hot area to look for prospects. An open-wheel driver successfully makes the transition and then team owners give someone else a try. Sprint car drivers show their adapability to stock cars and suddenly everyone races to find the next star from the dirt world. Maybe now Supercars drivers are the answer. Except it's not that simple, and it doesn't give van Gisbergen the proper credit for what he's achived. Instead of just assuming it's all because of his background or experience level, why not point to his unbelievable skill? The bottom line is team owners can hire other drivers in a similar mold, but there might be only one SVG. Because of the opportunity for drivers like van Gisbergen — who was outside the top 32 in points last month and missed the cut for the In-Season Challenge bracket — to get into the playoffs win a single victory, road course races have lately been viewed as 'wild card' events similar to superspeedways. Except … nah. Not anymore, with van Gisbergen such a heavy favorite. The playoff-bubble drivers are quite fortunate that he has won three in a row, because it has prevented someone like a Michael McDowell or Ty Gibbs from nabbing a spot and moving the cutoff line upward. Check out the bubble now: Tyler Reddick is 149 points up on the cutoff and is the only 'safe' driver on points. Chris Buescher (+34), Alex Bowman (+32) and Bubba Wallace (+3) could all see their tentative spots wiped away if there were new winners from outside the top 16. But how many more winners will there be? Let's rank the final six regular-season races by upset potential: 1. Daytona (Aug. 23): Very likely. You almost have to pencil in an upset winner here and assume that will be another new playoff entry. Advertisement 2. Watkins Glen (Aug. 10): About 50-50. Again, not really a wild card anymore, but if van Gisbergen doesn't win again, it does open the door for McDowell, Gibbs, Buescher or Allmendinger. 3. Richmond (Aug. 16): Not likely. It should be a driver from one of the big teams. Then again, remember Austin Dillon in this race last year? 4. Iowa (Aug. 3): Not likely. Probably a Christopher Bell/Kyle Larson/Ryan Blaney type win from someone already in the top 10 of the standings. 5. Dover (Sunday): No way. There hasn't been an upset at Dover in the last 20 years. 6. Indianapolis (July 27): Slim to none. Not with every team bringing their A-game for a crown jewel race. So in reality, we're looking at maybe two more different winners? That's two spots available on points, which would lock Reddick in before Daytona and make the race between Buescher and Bowman — and possibly Wallace if he can string a few good weeks together — for the last playoff position. Brad Keselowski last week argued there are too many road courses in NASCAR. 'NASCAR was successfully built as a primarily oval racing series,' Keselowski wrote on X. 'IMSA was built as the primary road course series in North America. IMSA will always do road racing better than NASCAR and that's OK.' He's right. For a series that had traditionally had two per year (Sonoma and Watkins Glen) as novelties, to have expanded to six in less than a decade has felt like overkill — especially with the IMSA-like Next Gen car, which doesn't put on particularly compelling shows on those circuits. But what is the sweet spot for NASCAR road racing? Keselowski said two to four is 'plenty enough.' We'd lean toward four, because that would perhaps cut the Roval and Circuit of the Americas (despite being a beautiful track in a great market) and leave NASCAR with: Sonoma and Watkins Glen (the traditional NASCAR road races), a street race (Chicago, San Diego, etc.) and an international race (Mexico City, Montreal, somewhere in Europe). Any more than that starts to give road-course fatigue, when in reality most NASCAR followers are oval fans first who will tolerate the occasional right turns — as long as it's not overdone. And right now feels like it's too much. The two teams suing NASCAR for being an illegal monopoly, 23XI Racing and Front Row Motorsports, filed another request for a preliminary injunction and temporary restraining order on Monday in a last-ditch attempt to retain their charter status for this weekend's race at Dover Motor Speedway. NASCAR has until Wednesday to respond, and a ruling by the district court judge could come before the Dover weekend begins. Advertisement With a federal appeals court overruling an earlier preliminary injunction that allowed the teams to race with charter status for 2025 while their lawsuit is pending, their combined six entries would have to race as 'open' cars at Dover, barring a legal victory this week. Further adding urgency to the matter is NASCAR's letter to the teams informing them there is interest to reassign or sell the charters, which puts the teams at risk of going out of business should they lose their charter status permanently. NASCAR has said in court it does not want to be forced into a contractual relationship with teams it does not want to do business with, which describes its current feelings about 23XI and Front Row. While the teams have committed to running as 'open' for the remainder of the season and paying the financial difference out of pocket, being non-charter teams does not appear to be a viable model for NASCAR organizations in the long run. There's simply too much money at stake. Plus, Reddick could become a free agent as soon as this week if the charters go away; a clause in his contract requires the team to provide him with a chartered entry. Of course, another preliminary injunction from the district court would buy more time and possibly get the teams through to the end of the season and the Dec. 1 trial date. But without that order, the teams will be facing a different reality beginning at Dover. (Top photo of Shane van Gisbergen celebrating Sunday's win: Trinity Machan / Icon Sportswire via Getty Images)
Motor 1
an hour ago
- Motor 1
Porsche Hikes Prices Again Due to 'Market Conditions'
A Porsche being expensive is not news. These cars always have been, and always will be. But, recently, the automaker implemented price increases across its entire lineup, citing "market conditions." Initially brought to our attention by Road & Track , Porsche has since confirmed these price increases. "With our customers front of mind, we keep a regular watch on market conditions, absorbing costs where we can and making adjustments only when it's absolutely necessary to do so," a spokesperson said in a statement. "Where possible, we have taken steps to support our customers, but market conditions necessitate incremental adjustments to MSRP. The price adjustment encompasses all models and varies from model to model, from between 2.3 and 3.6 percent." Here are the previous and current prices for each Porsche base model. Model New Price Previous Price Increase 2025 718 Cayman $77,395 $74,795 3.5% 2026 911 Carrera $134,650 $129,950 3.6% 2026 Cayenne $91,950 $88,795 3.6% 2026 Macan $66,950 $65,350 2.4% 2026 Panamera $112,450 $108,550 3.6% 2026 Taycan $106,250 $102,550 3.6% Porsche also tells us, "market conditions necessitate incremental adjustments to individual option pricing and delivery fees from time to time." So, depending on what options your car has, the new price may be more than 3.6 percent higher than it was a few months ago. Porsche didn't blame tariffs specifically here, but it's one of a handful of volume automakers that doesn't make cars in the US. The company builds all its cars in Germany, except for the Cayenne, which is made in Slovakia, and in very small numbers in Malaysia for that market only. The Trump administration put a 25-percent tariff on imported automobiles and automobile parts in place back in April, on top of a preexisiting 2.5% import duty. Trump on Saturday threatened a 30-percent tariff on all goods from the EU . This, of course, would apply to all Porsche cars. Earlier this year, we reported that Porsche is considering starting US production . Obviously, its customers have long been used to paying premium prices for their cars, and while a 3.6 percent increase might not be a huge deal for 911, Taycan, and Panamera buyers, it could be an impediment to customers of less expensive, larger-volume models like the Cayenne and Macan. Porsche is in a precarious situation right now. Its sales are down globally—especially in China, where buyers are rejecting non-domestic automakers—and customer response to EVs like the Taycan and Macan Electric is less enthusiastic than the automaker hoped. US sales have remained strong, but buyers here aren't adopting EVs as quickly as everyone (including Porsche) thought they would, and tariffs are complicating everything. It just illustrates the rewriting of the automotive order. Up until recently, Porsche was the envy of the auto industry, wildly profitable and beloved by so many. That's still true today, but the picture is not as rosy in Stuttgart as it once was. More on Porsche Porsche: New Cayenne 'Will Shape the Future of Electric Driving' The Electric Porsche Macan Is Outselling the Gas Model. But There's More to the Story Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
an hour ago
- Motor 1
Low, Long, and Languid Make For Bentley at Its Best
Sure, Bentley flew me to Montana to see its headlining act, the new Bentayga Speed. But before an afternoon return flight on day two, there were some other Bentleys to consider, lined up in the horseshoe driveway of our Big Sky hotel. The big(ish) news here among the assembled non-Bentaygas is that hybrid V-8s now power the entirety of the Continental GT and Flying Spur ranges, tuned to varying horsepower and torque figures based on trim, but always with at least 670 horsepower and 685 pound-feet. Bentley insists this streamlining is a benefit, that its customers don't miss the hallowed W-12 engine which used to power the big bruisers in its portfolio. Proof is in the sales, they contend. W-12 purchases tailed off toward the end of the engine's production run, while these subsequent V-8 Hybrids have proven massively popular, contributing massively to Bentley's position as Volkswagen Group's cash cow. Photo by: Kyle Kinard / Motor1 More importantly, the cars prove the point about hybrid V-8s themselves: This powertrain sounds great and drives beautifully. I'll call it perhaps the most-refined hybrid powertrain on earth. As an engineering curiosity and connection to Bentley history, the W-12 can't be replaced. From the driver's perspective, the V-8 hybrid ensures the outgoing W-12 won't be missed. In slow-moving residential areas surrounding the resort, the kick of hybrid torque eases each Bentley effortlessly up short, punchy climbs without a single extra iota of strain from the drivetrain. No kicking down two or three gears when you squeeze the gas pedal, interrupting the sensation you're rolling along on a breeze. Instead, there's simply silent, effortless, assured propulsion from the hybrid motor. So often, hybrids are masterful partners for economy cars but rarely improve sports or luxury cars. These Bentleys provide an exception to the rule. A hybrid lineup isn't much to write home (or to readers) about, but I was overcome by the overwhelming Bentley-ness of both cars I tested. After a 45-minute rip in the Continental GTC, I simply scribbled superlatives in my notebook. Photo by: Kyle Kinard / Motor1 "This is a ****** Bentley, baby," I wrote. "Like putting on a diamond necklace." Now, I don't actually know what it feels like to don a diamond necklace, probably because I'm bound by the stolid shackles of masculinity. (Also I can't afford to browse at Tiffany, so let's go with the shackles). But if you're spending the cost of a nice Midwestern home on a form of transportation, maybe a diamond necklace on wheels is the sort of hyperbolic emotion worth wheeling out of your driveway. That's all to say: I can get my stealth wealth hit from the back seat of a Genesis G90 or an S-Class on 19s; We look to Crewe to deliver something of such sublime quality and style that it stirs us emotionally. So, first up, the Flying Spur Touring. Nice name to say. Green roof over striking silver body, the paint blends so seamlessly that your fingernail can't tell where one layer begins and another ends. Photo by: Bentley This is classic Bentley, long and low and made of boxy shapes that seem to be sanded down so perfectly at the edges, you imagine water dripping off the thing even when it's sat under Montana's cobalt sky. However you look at it, the Flying Spur is breathtaking. As much as I enjoyed the Bentayga Speed and its vast capabilities, the Flying Spur is simply the Bentley closest to my heart. I suppose it's impossible to explain—though I'll try—but with the Bentleys that ride closer to the ground instead of parading around like The Mayor of Monaco on 23-inch wheels—well, there's just something a bit more… Bentley about a Flying Spur. Some restraint. "A whiff of Gentry about this one," I scribbled into my notebook following that wafty little stint in the Flying Spur. Photo by: Bentley What does that actually mean? Well, the Flying Spur's drivetrain doesn't punch theatrically at your backside when its transmission shifts during a flat-foot quarter-mile blast, unlike the Bentayga's mill. The Spur's hybrid system simply smears the gear shifts together like a swipe of warm honey down your back while the engine note boils over gruffly on a swell of syrupy, easy mega-torque. And perhaps it's just how this Flying Spur was spec'd by Bentley, but there's a stateliness to the Flying Spur's interior that fits better with my own preconceptions of the Bentley namesake. The 'Cumbrian Green' leather is laid across the Spur's interior by the yard, swathing the interior in a shade of avocado-skin that feels at once rich, luxuriant, and assured in its stateliness. You imagine a new life from behind the wheel of a Flying Spur. This one is full of tartan-lined waxed cotton jackets and maybe a Labrador riding shotgun. The vast leather surfaces are broken only by white contrast stitching and a walnut veneer stretching across the lower dash and center console. This dash layout looks slightly outdated compared to the Bentayga, but it just fits the Flying Spur. Photo by: Kyle Kinard / Motor1 Also of note: Bentley's new "Azure" trim. Azure is a styling package, essentially, sat above the base model in terms of cost and prestige. It's meant to evoke a more easygoing yet overtly luxurious tone compared to the 'Speed' trim we sampled in the Bentayga on day one. 'Azure' arrives with a not-insignificant bump in bling, converting the exterior trim to mirror-polish brightwork and slapping a pair of silver wheels on the whole thing. Bentley's GT/C Azure convertible cranks the luxury up another notch, but in a sort of fresh, new-age way. If the Spur is a musty sort of throwback to British coachmaking's golden age, the Azure is new luxury; It attends kombucha-ayahuasca wellness retreats in Sonoma with the other girlbosses and gets there by private chopper. Photo by: Kyle Kinard / Motor1 You see that attitude throughout the interior of this blue-on-silver beauty. The leather quality and quantity match the Flying Spur's, but the Azure renders its interior in cooler shades, evoking a yacht's sleek ease. But then there's the diamond-pattern stitching holding each leather panel together, the visual depth of the beautifully painted trim pieces running along the dash, and in general, the way this interior looks like it's sitting inside a jeweler's glass display case. This is a beautiful interior, and I can't honestly say that about almost any modern car. Photo by: Kyle Kinard / Motor1 While more and more customers go to Bentley for their SUVs, I find that Bentley's cars offer a purer expression of the brand's traditional ideals. Even if you ultimately walk out of the showroom with a Bentayga's keys in your pocket, you owe it to yourself to consider the alternatives. Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
