I-70 westbound in Aurora closed due to rollover crash involving semi
Authorities said the crash was reported just after 5 p.m. and one person suffered minor injuries. Westbound traffic on the interstate will be completely closed to allow heavy tow trucks to remove the semi from the highway.
All of westbound I-70 will be diverted onto Tower Road. APD does not currently have an estimate for when the interstate will reopen.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
CBS News
32 minutes ago
- CBS News
Pritzker signs two laws against rogue towing companies, use of AI therapists
Governor JB Pritzker signed two new bills into law, with the first pumping the brakes on rogue towing companies. For years, CBS News Chicago investigated rogue tow truck companies, where people get into accidents and businesses show up claiming to help, but then hold cars hostage and charge huge fees. The new law closes a loophole where illegal tow operators re-register under a new business name. The bill also gives state police the authority to impound tow trucks that violate state safety tow laws and revoke license plates for tow trucks with unpaid fines. The second newly signed law bans artificial intelligence in mental health therapy in Illinois. The Wellness and Oversight for Psychological Resources Act bans AI bots from posing as therapists and licensed professionals from using artificial intelligence to plan clinical treatment.
The Drive
an hour ago
- The Drive
2025 Polaris Xpedition ADV5 Northstar Review: Weekends Call for Do-It-All Utility
The latest car news, reviews, and features. Variety is the spice of life, they say. After all, who likes to do the same darn thing all the time? This concept applies to many areas of life, but especially the purchase of a recreational vehicle. Whether it's a weekend car, motorcycle, boat, or, in this case, a side-by-side, buying the right model that fits a wide range of needs and wants guarantees that you'll have the most fun, get the most benefit, and have a positive ownership experience. In the past, I've experienced some SxSs that focus on speed and performance, some that specialize in utility, and others that zero in on affordability. But much like I learned during a full-lineup test of snowmobiles earlier this year, choosing 'the right. one' can be difficult, and even when you do, you might find yourself regretting that decision six months later. That's precisely why I enjoyed my time with the 2025 Polaris Xpedition ADV5 Northstar, the Swiss Army Knife of side-by-sides. Jerry Perez The Polaris Xpedition is all about getting out there and leaving the annoyances of the real world (and its people) in the rearview mirror. Designed with overlanding in mind, but also capable of working hard and playing hard, the Xpedition boasts the longest range of any machine in the lineup, plus loads of creature comforts that won't make you miss your SUV or truck back at home. Because let's face it, that G-Wagen, Range Rover, or Hummer EV you drive every day is for going to work and cosplaying as an off-roader. A 12.5-gallon tank gives the Xpedition a range of over 200 miles, which theoretically should get you there and back without worrying about fuel regardless of which trail you're exploring. A 1,000cc liquid-cooled engine produces 114 horsepower, which is enough to propel you up to 70 mph with ease. It also boasts a 1,030-pound payload capacity and enough juice for towing up to 2,000 pounds (based on hitch rating). A switch lets you choose between rear- and four-wheel drive, and there are high and low forward and reverse gears. Ground clearance is a healthy 14 inches, which, I'm aware doesn't sound all that impressive when you think of it in terms of a Subway sandwich. But lemme tell ya, that's enough to clear most things you come across on the trail, even if it doesn't look like you will. (Of course, always exercise caution.) The long-travel suspension is provided by Fox, with 2.0 Podium shocks QS3 with position-sensitive spiral technology at the front, and 2.5 Podium QS3s at the back. Also, the rear technically offers 15 inches of ground clearance, so if you have to tackle bigger obstacles, just do so in reverse. Just kidding, don't do that. Lastly, 14-inch wheels wrapped in 30-inch Pro Armor Crawler XP help you get just about anywhere. Polaris Not to downplay the Xpedition's capabilities, but the specs are nothing grandiose. What truly sets it apart from the rest is inside the cabin. There's seating for five passengers, and in my tester, a fully enclosed canopy that also covered the cargo bed behind the rear seats. Furthermore, there's a fully functioning climate control system, so whether it's hot or cold outside, you can do as you please inside. And it's not a weak system, either. During my test, I used both heating and cooling functions, and they warmed up or cooled down the cabin just fine. If you want fresh air, simply push a button and roll down the power windows on all four doors. Want even more airflow? Fold the windshield out and be more exposed to the elements, though I don't suggest you do on a muddy trail. The driver and passenger seats are forward-and-rear adjustable, and the seatbacks can recline. The steering wheel is telescopic and height-adjustable. The rears are not adjustable but the bottoms fold up to provide a flat cargo floor if needed. Also, if you don't buckle up, the Xpedition will limit you to about 15 mph. Like previous Polaris models we've reviewed, there's a full RideConnect infotainment system with music, GPS, rearview camera, and other trail capabilities. My original plan for Xpedition was to put it through its paces over the winter snow to highlight its enclosed cabin, climate control system, and, if necessary, the standard 4,500-pound winch. After all, the benefit of a rig like this is to be able to embark on a trail solo and feel like you have the fuel and tools necessary to explore for several days if desired. However, due to shipping delays and funky weather that saw record-low snowfall in Indiana, I had to pivot. Jerry Perez The first of several off-road outings was still completed in cold weather, but no snow, just tons of sticky mud. I ventured into some of the deepest ruts and stickiest mud I've ever tackled, feeling confident that with a winch and abundance of winching points, I would be okay if I got stuck. Also, I had company with me. Right off the bat, it was so nice to be warm while driving off-road, even though it was in the 30s outside. I started out wearing gloves regardless, but after 30 minutes of wheeling, the small cabin was plenty hot, so they eventually came off. The trails I was exploring get pretty abused in the summer by Jeeps and other vehicles with massive tires, so by the time fall and winter arrive, these ruts get flooded and become wide enough for a monster truck tire. Okay, not quite, but they're pretty wide. The Xpedition didn't skip a beat, fully burying its tires in mud and sometimes taking on water to the top of the fender well. And while the cabin is well sealed for comfort, you're definitely going to take in water through the door cracks if you explore its wading limits. Jerry Perez After a full day of wheeling in the cold and enough mud to leave the Xpedition unrecognizable, it was obvious that whether you're doing that kind of stuff for fun or work (like a rancher or utility company technician), being able to do so in complete comfort was a game-changer. It'd be nearly impossible to get a full-sized vehicle into some of the trails I explored, so it's valid to say that some folks actually need these to get things done, and not just to play around. Early spring brought additional opportunities to get the rig covered in mud, making me extra thankful for its windshield wiper and sprayer. Slightly warmer weather allowed for some dune driving and rock-crawling. Now, at 12.7 feet long, my tester wasn't the ideal dune racer or rock crawler, but I still wanted to see what it could do. It was able to do most, if not everything, I've done with other RZRs, but it obviously lacked a bit of oomph in terms of power. The slightly top-heavy cabin could be felt when things got topsy-turvy or when trying to sweep around sand dunes at speed. While this thing still got up to 60 mph or faster with relative ease, it didn't have the pep of other models built for performance. Jerry Perez Rock-crawling was especially fun, because you never really expect this Park Ranger patrol lookalike thing to do some serious climbing, but its transmission and four-wheel-drive system truly maximize whatever tiny bit of traction there is. Plus, power steering is such a nice thing to have during those low-speed scenarios. And yeah, it doesn't hurt having approach and departure angles so aggressive that you can essentially tackle a wall head-on. Several other mixed-use outings took place, but by far, some of my favorite memories from my time with the Xpedition involved loading up the dogs, kids, throwing a cooler in the back, and heading out to the park. Once the weather warmed up, the AC came in handy, too, and it was the ideal ride for the lake or neighborhood swimming pool. One thing that always bugged me, however, especially above 45 mph, was how loud the engine noise was inside the cabin. If you're doing 45 or 50-plus mph steady for a long period of time, wear ear protection. The 2025 Polaris Xpedition ADV5 Northstar is a full-on rig that mimics a road-going SUV or truck. It's got enough technology and creature comforts to allow prolonged stays out on the trail, but a smaller and nimbler footprint to reach places that are virtually inaccessible by a passenger vehicle, no matter how modified or capable. Some folks will argue that a purpose-built Jeep is just as apt to crawl around, but that's just not the case. Plus, who really wants to bash the crap out of their Defender, Rubicon, or Raptor? The price to pay for this level of capability, freedom, and versatility is steep. My tester came in right around $45,000, but you can load one up to $60,000 if your heart desires. That's a lot of coin, and a sane person would wonder if it's even sensible to spend so much on a toy. At the end of the day, the answer is no, but the same rule applies to any fun vehicle, whether it's a Lotus, a Ducati, or a MasterCraft. And it goes without saying that some ranchers or businesses rely on these for daily operations. Different strokes for different folks. Polaris Email the author at jerry@ Car Reviews svg]:stroke-white [&>svg]:fill-white -top-[1px]>
The Drive
an hour ago
- The Drive
In-Depth Dodge Dakota Aero Analysis Shows the Old Truck Is Actually Pretty Slick
The latest car news, reviews, and features. I've never once thought about how aerodynamic the second-gen Dodge Dakota may or may not be. Of course, I'm pretty clueless when it comes to stuff like that; the closest I've been to a wind tunnel was when the AC went out at my high school and they stuck fans at the end of the hallways. But fortunately, there are some smart cookies at Premier Aerodynamics who specialize in this practical type of airflow analysis. A customer recently asked them to simulate their Dakota, and as you're about to see, the truck's designers actually got a lot right considering it's just an old mule. Premier Aerodynamics runs these simulations in a program called OpenFOAM. It's open-source computational fluid dynamics software, or CFD for short. They've tested some interesting concepts, from a car with rows of spoilers on the roof to every kind of helicopter blade and aircraft wing design you can think of. Personally, I'm a little too simple for most of that, so the Dakota appeals to me just fine. Premier Aerodynamics via YouTube Replicating a 65-mph air environment, the aero wiz host shows the Dodge pickup from multiple angles, changing heights while also tweaking the display to show flow as well as low- and high-pressure zones. He points out that because the second-gen Dakota's front is so rounded, it's actually on-par with a lot of cars. It's even better than some supercars at allowing air to pass up and over the hood, while even creating some downforce below the bumper. 'Look at how much low pressure there is,' the host insists. 'We've said it time and time again: A rounder underneath is better for drag, and it can also produce good downforce. Dodge accidentally proved it here.' Premier Aerodynamics via YouTube He draws special attention to the truck's flat roof. It allows for a fairly consistent flow speed, which results in less energy lost, but what's more important is how it directs the air as it heads toward the bed. This is where it gets more technical, but he does a great job of explaining how the air can take one of three paths after rolling off the rear of the cab: far past the tailgate and into the wake, just short of the tailgate where a high-pressure zone forms inside the bed, and just over the top of the tailgate. The latter is the preferred option, but also the least likely in the Dakota's stock form. Any way you can keep the air from landing just shy of the tailgate is for the better. By forming a high-pressure area, it creates a considerable amount of energy that is pushing against the rear of the truck, which is the opposite of what you want. He mentions that you could find a way to flare the roof at the rear of the cab, sending more air slightly up so as to avoid crashing into the rearmost part of the bed. 'By playing with that flare angle, you can dramatically reduce the drag of a truck,' he explains. I won't waste either of our time by rehashing everything he says, because it's better illustrated in the video where the views aren't static. One relevant note is that he recommends a tonneau cover for aerodynamic efficiency, adding that it really only needs to cover the back half of the bed to net a noticeable benefit. As arguably goofy as they look, those fastback truck bed covers are some of the best in terms of drag coefficient. You should definitely check out the rest of the video if you want to learn how the air interacts with different design elements on the truck, whether that be the wheels that sit mostly flush with the front fenders and bedsides or the trailer hitch underneath the back. He gives some handy tips, not only on how to improve the Dakota's aero performance but also on how you can avoid making it worse with different mods. Most conventional truck 'upgrades' tend to make them less efficient, but you know, there are some diehard hypermilers out there. The Dakota's 0.44 drag coefficient lands dead-even with a Porsche 911 GT3 RS going roughly 180 miles per hour with a window down, but slightly ahead of—as in, better than—a Lamborghini Countach and Jaguar D-Type. That's crazy to me, but then again, I'm in unfamiliar territory with all this. I have a feeling we both have a lot to learn from this channel. Got a tip or question for the author? Contact them directly: caleb@
