Roberto Clemente Bridge, Mon Wharf to close this week for film shoots
The Clemente Bridge will be closed on Monday morning. Filming is set to take place between 6 a.m. and 10 p.m. The Rachel Carson Bridge will also be closed for inspections, though, so drivers are asked to use the Andy Warhol Bridge to get to and from Downtown and the North Shore.
Crews will also be filming at the Mon Wharf parking lot during the week.
People who normally park there should find somewhere else to park in the meantime; nearby options include the Third Avenue, Wood-Allies and First Avenue garages.
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Motor Trend
27 minutes ago
- Motor Trend
Should You Buy a Used EV?
While the prices of new EVs are continuing to climb on average, so are the costs of new cars in general. As of March, the average new car transaction price in the United States was almost $48,000, according to KBB sales data. Things are only predicted to go up from there thanks to the current state of the global tariff situation and other economic uncertainty. Buying a used EV can be beneficial due to high depreciation, reduced maintenance, and affordability. Key concerns include battery health, which can be assessed with tools like Recurrent Reports. Checklists for evaluating battery, connectivity, and accessories are recommended. This summary was generated by AI using content from this MotorTrend article Read Next That's pushing more and more people to shop for used cars, and an increasing number of those buyers are looking to go emissions-free. Used EV sales are climbing even faster than new EV sales. "In May 2025, used EV sales jumped 32.1 percent year-over-year, far outpacing the new EV market," Stephanie Valdez Streaty, Cox Automotive's director of industry insights, says. So used EVs are popular, but is buying one really a good idea? Are there more inherent risks in buying a car built around a big battery? Like any used car purchase, buying a pre-owned EV has its benefits and risks. Let's start with the positive. Beating Depreciation One complaint we hear often from buyers of new EVs is about how quickly they can depreciate. The EV market is moving so quickly, with bigger batteries and better technologies every year, that cars are losing their value. "EVs tend to depreciate faster than gas-powered vehicles in their early years, but that actually benefits used EV buyers," Valdez Streaty says. "You're often getting a relatively new vehicle—frequently coming off lease—with modern technology and low mileage at a significantly reduced price." That's not great news if you're buying new, and it's one of the reasons most EV buyers choose a lease over an outright purchase. But if you're buying used, high depreciation should be music to your ears. Newer Vehicles That steep depreciation curve has another benefit: You can get into a newer used car than you might be able to otherwise. "Used EVs are now priced, on average, less than $2,000 below comparable ICE vehicles," Valdez Streaty says. "And in May 2025, 43 percent of used EVs were priced under $25,000, making them an especially attractive option for budget-conscious shoppers." That means newer used EVs are more affordable than an equivalent vehicle with an internal combustion engine. They're easier to find than newer used ICE cars, too, according to Liz Najman, director of market insights at Recurrent Motors. "The great thing about used EVs is that you can get a much newer model EV than a gas car, for less," she says. "The used EV market skews toward newer model years. In fact, 45 percent of used EV listings are cars from 2023 to 2025." Reduced Maintenance When we list the benefits of buying an EV versus an ICE-powered car, one of the biggest is the reduction of running costs and overall maintenance. "[EVs] typically have lower operating and maintenance costs,' Valdez Streaty says. "EVs don't require oil changes, have fewer moving parts, and benefit from regenerative braking, which reduces wear on brake systems." That's definitely a nice thing to enjoy after you buy an EV, but it actually has a big benefit when you're thinking about buying someone else's EV, too. Simply put: If a given car has few needs from a service and maintenance standpoint, it stands to reason that there are fewer things that the previous owner could have forgotten to do. In other words, getting a comprehensive service history is easier because there's so much less service required. But that doesn't mean there aren't things to worry about when buying a used EV. Let's focus on the big one. Battery Fears Far and away, the biggest concern that most people cite when they say why they don't want to buy an EV, used or otherwise, is the health of the battery and the cost of a potential replacement. There are plenty of reasons why battery replacement isn't as big of a worry as some people make it out to be—not the least of which is the mandatory eight-year, 100,000-mile warranty on EVs sold in the United States. Verify with your dealer, but in the vast majority of situations, the remainder of that warranty will transfer to the new owner. Regardless, nobody wants to worry about dealing with a major replacement like that, even if it won't cost anything, so it's important to check the health of the battery when you're considering bringing home a used EV. Thankfully, there are a number of ways to do that. Recurrent Auto provides a battery health service called Recurrent Reports and Range Score. Think of it as a CarFax for batteries, and you're not far off. It's available directly through many dealers, including CarMax. "Battery health is one of the most critical factors in evaluating a used EV,' a CarMax representative told us. 'That's why CarMax provides an independent, third-party battery health assessment tool through Recurrent. EVs in CarMax's inventory include a battery range score, which gives an estimate of how far the vehicle may drive on a full charge today versus when it was new." Another option is provided by Cox Automotive's Manheim, a VIN-specific battery report. These are automatically included on Autotrader listings, making checking battery health there easy. If that's not enough, some dealers use hardware battery scanners like Voltest, which can provide a comprehensive report of a given car's battery; it's similar to how you might get an OBDII scan of error codes on a regular used car. Failing those options, there are ways to check the battery yourself during a regular test drive. Najman recommends starting every test drive by taking a photo of the gauge cluster with your phone. Then take another when you're through, and compare the rated range and odometer before and after your drive to get a feel for how the car's battery is performing. "Just make sure you are comfortable with the number you get," she says. She also recommends requesting that your dealer not charge the battery above 80 percent for your drive so that you can swing by a DC fast charger and verify the car can successfully charge at both Level 3 and Level 2 rates. That's just one thing you should check on your test drive. Below is a handy checklist you can use when you're at the dealership. Your Used EV Shopping Checklist 1 - High-voltage battery As mentioned above, this is probably the single most expensive component in the car, so its health is vital. If you can, use a battery health service. Or at the very least, take the car for a drive and make sure its estimated range matches what you'd expect. But keep in mind that estimated range figures can vary based on a number of factors, such as current temperature and how aggressively you're driving the car. If you're someone who really tries to sample maximum performance during your test drive, cut the car a little slack if its efficiency isn't quite up to the EPA's ratings. 2 - 12-volt battery Yes, believe it or not, most EVs on the market also have an old-school 12-volt battery (to power ancillary functions) of the sort that have probably failed you at some inconvenient time on a frigid evening when you just want to get home. The best way to test these is to access the battery itself with a multimeter and make sure it's putting out adequate voltage, but Najman says there's a way to get a sense for whether that battery is working otherwise. "Test all the HVAC and accessories to make sure they work,' she says. 'Check for Apple CarPlay and Android Auto if advertised. Do this before turning the car on. If doing this makes the 12V seem funny, ask if they will give you a new one before you take the car." 3 - Corrosion Many modern EVs make use of corrosion-proof materials such as aluminum or even carbon fiber in their construction to save weight. Still, there's usually a significant amount of steel in there, as well, so checking for rust is still a crucial thing to do, particularly for cars that live in colder areas. 4 - Connectivity A modern EV is often only as good as its connectivity. If your EV can't get online, it won't be able to pull down over-the-air updates, and you won't be able to use the car's app to precondition the cabin or monitor charging remotely. Assuming the car has an app (like FordPass or the My BMW app), make sure the dealer has the right credentials and can sign you in so that you can verify everything works. Send a few requests, like locking or unlocking the doors, just to make sure everything here is copacetic. 5 - Tires Most EVs do a better job of protecting the environment than most internal combustion machines, but if there's one thing they put a hurting on, it's tires. EVs are notorious for their high wear, thanks, it turns out, to the high torque their motors can generate. So make sure to check the tread on all four tires to see how much is remaining and make sure the overall wear is nice and even. Tire rotation is one of those service items that even EVs need, and if it's not done regularly, they'll chew through rubber even more quickly. 6- Accessories Finally, take a run through all the accessories the car came with to ensure everything is there. This includes basic items like key fobs, which are painfully expensive to replace these days, and other EV-specific items like a 120-volt charger and vehicle-to-load adapter. Not all cars came with these when new, but if they did, you should get them. Check all those boxes, and you'll hopefully take yourself home a like-new machine that will give you years of motoring that's not only emissions-free but stress-free, as well.
Motor Trend
27 minutes ago
- Motor Trend
His Own Snake: Driving Carroll Shelby's Personal 289 Cobra—The Last One Ever Made
[This story first appeared in the Spring 2012 issue of MotorTrend Classic] CSX2589, the last 289 Cobra, uniquely features an automatic transmission. Originally owned by Carroll Shelby, it underwent modifications but was later restored to near-original specs by Mike McCluskey. It's now a display piece, highlighting Cobra's historical significance. This summary was generated by AI using content from this MotorTrend article Read Next Sitting in CSX2589 is a unique experience. Really, sitting in any original Cobra—just 655 were built—is a unique experience, but this one even more so. It's not just that this very car was the last 289 Cobra to roll off the production line before Shelby made the switch to 427s. It's not even that the very seat I'm sitting in is the same seat Carroll Shelby has sat in for nearly five decades (Carroll is the car's first and only owner). What really catches my attention is that automatic transmission lever jutting vertically from its plastic housing on the center tunnel. Yes, the last 289 Cobra ever made (built in 1965, the same year that the slippery-profiled Cobra Daytona Coupe won the FIA manufacturer's championship for sports cars) was equipped with a slushbox. Now, that's an unusual transmission to find factory-installed in a Cobra, but it might not be quite as rare as you'd think. The actual number of factory-built automatic Cobras varies, depending on whom you ask. Original Shelby American shipping invoices seem to point at 16 cars built with an automatic transmission, while others insist that as many as 20 289s were built without clutch pedals. The gearbox itself was a beefed-up variant of Ford's new-for-1964 three-speed C4 automatic, the aluminum-cased transmission first designed for use in the Ford Mustang and its Fairlane stablemate. The Hi-Po version that served in the Cobra was also used in the 1965 Fairlane (this stronger C4 wouldn't come to the Mustang until 1966). The special transmission necessitated several small changes to specification. For one, a unique Autolite carburetor was fitted with an automatic choke (four-speed cars got a manual choke). According to Cobra historians, automatic-equipped Cobras were also given slightly different engines than their four-speed counterparts': Manual transmission bellhousings were attached with five bolts, but the new automatic required six, necessitating a different engine block. According to the Shelby American Automobile Club registry, original invoices show that CSX2589 was the last 289 Cobra roadster to be shipped to Shelby American from AC Cars Ltd., departing in late October 1964. It arrived at Shelby's Los Angeles headquarters with Iris Rouge paint (think metallic maroon) and a black interior, and the car received its six-bolt 289 and C4 transmission. Immediately, the Cobra entered service as a company demonstrator. It shuttled automotive journalists, potential customers, and other Shelby clients for almost a year, racking up nearly 1400 miles by early 1965. Carroll, perhaps recognizing the car's significance, purchased CSX2589 in May 1966, making him the Cobra's first (and only) registered owner. One change was made to the car right off the bat. Shelby ditched the original single four-barrel Autolite for twin two-barrel Weber carburetors. Much more extensive changes were to come. Enter Mike McCluskey. Today, Mike is the owner of McCluskey Ltd. restoration services, a Cobra specialist shop that has worked with Shelby American on several occasions. In 1971, McCluskey was just a car-crazy college kid wrenching on his Sunbeam Alpine. Shelby happened to live in the same part of Playa del Rey, and the two struck up a neighborly friendship. Shelby was impressed with McCluskey's work on the Alpine, and asked if he'd like to take on another project, namely, giving CSX2589 a cosmetic refresh, along with some serious modifications. 'What he had me do was build it with a 351 Cleveland motor and also strip it and do the body and paint,' McCluskey recalls. 'About that time, he was making wheels, so we put some different knockoff rims on it. He said to 'paint it blue' and do whatever else I wanted to do to it.' In the intervening months, the original 289 was replaced with the considerably heavier cast-iron Cleveland engine (though the automatic was retained), a hood scoop was added, and the body was treated to a respray in Targa Blue, a Corvette color, with gold center stripes. The black interior was freshened, a full-width rollbar was fitted, and a set of Shelby's slotted aluminum alloy wheels replaced the original wire-spoked rims. 'We wouldn't do it that way now, but that's how things were in the '70s,' says McCluskey with a hint of regret in his voice. In those days, to Carroll Shelby, at least, CSX2589 was mostly just an old Cobra. As with many other important sports cars of the day, preserving originality wasn't a foremost concern. Shelby drove the car with its 351 for roughly a decade, until giving McCluskey another call in the early 1980s. 'Shelby didn't like the engine; he was never totally happy with it,' McCluskey recalls. 'It was just a pig. For that size car, with the weight of the 351 and the heat it gave off, it just wasn't worth the effort.' By this time, collector cars such as the Cobra were also gaining steam in the marketplace, with values growing and collectors beginning to place strong importance on originality. McCluskey told Shelby that the 351 swap had devalued the car, but fortunately he had just the solution. 'Shelby had just wanted to throw away the original 289, but I kept it in my shop. About 10 years later, when he decided to go back to stock, I was able to pull it out of storage, rebuild it, and swap it back out.' So back went CSX2589 to McCluskey's shop, where the original 289 was rebuilt to stock configuration and reinstalled, along with the original wire wheels, and the rollbar was removed. McCluskey wanted to take things a step further by repainting the car its original color, but Shelby thought the non-factory blue-and-gold combination was just fine the way it was. Since the last work was completed, according to McCluskey, the Cobra has done more sitting than driving, largely serving as a display piece in Shelby American's Las Vegas headquarters. 'He didn't drive it much. You'd normally see him in one of the Mustangs or even some of the Chrysler stuff,' McCluskey explains. 'For his size and stature, the 289 Cobra just wasn't very comfortable.' Of course, that didn't stop us from taking a turn behind the wheel when Shelby American gave us the approval. There were stipulations, of course, as you might expect of a car said to be valued in the multi-millions of dollars (Shelby's personal 1966 Super Snake Cobra, also automatic equipped, sold at a 2007 auction for more than $5 million). We couldn't drive it on public roads, for one. And the car couldn't be driven over 40 mph. Nevertheless, we trailered up CSX2589 as quick as we could and headed to the Auto Club Raceway in Pomona, California. Significantly, the dragstrip is located on the grounds of the Pomona Fairplex, once home to SCCA races where a Cobra scored one of its early victories in 1963. When we first view the CSX2589 in the dimly lit garage space of Shelby's Gardena, California, shop, the car looks old and tired—as if it's been hibernating. But as the Cobra rolls off its enclosed trailer, the sun glinting off its blue and gold paint, it suddenly seems reinvigorated, full of life. McCluskey's restoration has survived well these past few decades—the paint is still shiny and the interior is patina'ed, but not worn out. The wooden steering wheel's varnish is worn; the brightwork isn't quite as shiny as it might have once been; and the driver-side windwing is cracked near its hinge. Other than that, the car is hard to fault. Dash plaques bear testament to Carroll Shelby's ownership and McCluskey's restoration work; look closely and you'll still see the rollbar mounting points located behind the seats. The biggest question on everyone's mind: Will it start? We've been assured it will, but we know better than to take such things for granted on vintage cars that do more sitting than driving. Carefully, a gallon of premium is funneled into the aluminum fuel filler aft of the Cobra's cabin, and the lid is latched closed with a metallic clink! We're ready for ignition. We flick the dash-mounted switch to engage the fuel pump, hold the throttle to the floor, twist the rather short key, and the Cobra fires into life with a growl, then settles into a lumpy 2500-rpm idle, as indicated on the Smiths tachometer (the speedometer is also a British Smiths unit, but the rest of the gauges are American Stewart Warner equipment). Slipping the automatic gearshift (man, this is strange!) through reverse, neutral, then drive brings a lurch and a chirp from the rear tires. Best to keep the brake firmly engaged until you're really ready to go. This snake is rearing to strike. Moving off, the steering is initially heavy, but lightens up by 20 mph, around the speed where the Cobra decides to shift into second gear with another lurching chirp, despite accelerating gently. Having just driven a modern CSX8000 continuation car with a five-speed, it seems strange not to be reaching for the notchy shift lever and stabbing at a clutch pedal that feels like a piece of gym equipment. There's a definite transformation in feel, from would-be canyon racer to boulevard cruiser or, even better, Saturday night Stoplight Grand Prix champion. That's not a bad thing, just different. Still, the question remains. Why the automatic? McCluskey offers his interpretation. 'Shelby was always a fan of automatics. A Cobra with an automatic isn't really what you think of today, but he was sort of pushing for that. He built a few 427s that way also.' Hey, if a slushbox is good enough for Carroll, it's good enough for us. Our Take Then: 'It has everything a sports car should have. The power is tremendous, and it has brakes and handling to match. Very impressive.'—Jim Wright, MotorTrend, September 1963 Now: As the decades pass, the Cobra continues to assert itself as an important addition to any serious sports car collection. While the ride and handling can be charitably described as 'vintage,' the Cobra is still very driveable even with today's roads and traffic. It's Not Too Late! If you only have mega bucks and not the mega, mega bucks you'd need to purchase an original Cobra from the 1960s, you do have options. And while several companies sell Cobra replicas, there's only one company still selling cars with that respected CSX identification number: Shelby American. Shelby American is currently building three variations of the timeless Shelby Cobra: a 289 Street Cobra, a 289 FIA Cobra, and a 427 S/C Cobra (CSX8000, CSX7000, and CSX4000, respectively). Each is available in fiberglass or aluminum construction and comes complete except for engine and transmission which are available from Ford Racing. While the design and build of the cars remains mostly authentic to those built in the 1960s, Shelby makes a few changes to these continuation series cars in the name of safety and performance with some uprated materials and chassis specifications. We got a day behind the wheel of a 50th Anniversary CSX8000 demonstrator, part of a limited 50-car run that is sold out, but identical to the standard CSX8000 cars save for some cosmetic additions. Attention to detail is fantastic on these continuation cars, and, besides the fact that our car was made of fiberglass and was in near-pristine condition, it was nearly impossible to tell that it wasn't made in the 1960s. The ride is rough and the steering not the most precise, but the driving experience is purely a vintage one—exactly as it should be. Listening to the sound of the 289 as it runs through its rev range, with the smell of exhaust heavy in the air, while bumping along a twisty bit of backroad, it's tough not to be transported back in time. —R.J. Want one? Fire up your Web browser and head to to learn more.
Yahoo
30 minutes ago
- Yahoo
Block-length July 4 parade continues on Portland Avenue in St. Paul
Urban Landreman and his neighbor Greg Schaffner both played clarinet. So, when their wives gave birth to children the same year, the two St. Paul men knew what they had to do to inaugurate the special occasion: On July 4, 1986, their two-man marching band serenaded neighbors along the 1100 block of Portland Avenue, from Griggs Street to Dunlap Street, inviting residents to help them celebrate the nation's birthday alongside their new bundles of joy. Landreman, who had only lived on Portland Avenue for about a year, repeated the celebration the following 4th of July, as did Schaffner and others interested in their impromptu, one-block musical parade in the Lexington-Hamline neighborhood of St. Paul. More residents came the following year, and then the next, inspiring a display of decorated bikes, a sing-along of patriotic tunes and a 'human flag' composed of adults and children holding up color-coded poster boards to form a giant American flag. 'The part I like to say is the flag wouldn't be complete unless everybody did their part,' said Landreman, who predicted some 50 attendees would show up Friday for the neighborhood social's 40th anniversary. 'Calling it my homily would be too strong, but it's kind of like our country. We need everybody to participate.' 'It's super simple,' he added. 'It's like small town Americana. It's not over the top, with bright lights and huge sound systems.' The tradition continues at 10 a.m. Friday with a sing-along rendition of the 'Star-Spangled Banner' and 'America the Beautiful,' followed by a recitation of the Declaration of Independence, with each attendee reading aloud about two lines. 'One of the guiding principles is this is not a spectator event,' Landreman said. 'Everybody participates. We kind of pass it around so everybody reads a line or two. That actually takes a while. I don't know how long it's been since you've read the Declaration of Independence, but it's actually quite long.' Schaffner died in 2022 and his widow, Patricia, moved to the west metro. Landreman's wife Mary passed away a decade ago. But the tradition they all founded together continues, with the marching band — 'kind of a ragtag group,' said Landreman — drawing anywhere from three to eight performers, depending upon the year. Kids decorate scooters and bikes for the parade, which features a ceremonial passing of the American flag each year to the next flag bearer, usually a child. 'This has never been sponsored by anybody,' Landreman said. 'It's totally organic. People come from the neighborhood and make it happen.' Walz authorizes state disaster assistance after St. Louis County wildfires Strike to start Tuesday for health care workers at Stillwater clinic Stillwater to consider downtown 'sip-and-stroll' social district Disabled American Veterans of Minnesota marks 100 years with time capsule Ramsey County Board approves 3% raises for themselves
