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2022 Toyota Tundra Could Have a Hybrid V-6 Engine

BY CONNOR HOFFMAN | CarAndDriver.Com

Troy Warren #carnews-all

We expect Toyota’s new iForce Max hybrid drivetrain to use either a twin-turbo or naturally aspirated 3.5-liter V-6.

Toyota shared an image of the new Tundra’s engine cover, which shows three intake runners per side.

We think it suggests a hybrid setup with a V-6 gas engine, either twin-turbocharged or naturally aspirated.

The 2022 Tundra will debut soon, and it should go on sale in the U.S. by the end of the year. 

Toyota will debut the new Tundra full-size pickup truck later this year, and we’ve already gotten a glimpse at the new truck’s front end. Now Toyota is sharing a few details of what will power the new truck: the iForce MAX powertrain, and it could be a V-6 hybrid.


 

The current-generation Tundra uses the 5.7-liter iForce V-8 engine, which produces 381 horsepower and 401 pound-feet of torque. It’s paired with a six-speed automatic transmission. We expect that the new iForce MAX will be a hybrid drivetrain with either a twin-turbocharged or naturally aspirated 3.5-liter V-6 engine because of three intake runners on each side and blue “MAX” lettering. A nonhybrid version of this six-cylinder makes 409 horsepower and 479 pound-feet of torque in the new global Land Cruiser. Toyota also says that an electric pickup truck will arrive soon, but it’s not clear if it’ll be a Tundra.

We’ve seen Tundra prototypestesting with covered rear suspensions, which suggest that the new trucks could ditch the current leaf-spring setup. The new truck could have coil springs, air springs, or even an independent rear suspension.

This new powertrain will broaden the Tundra’s appeal now that there are more hybrid and electric full-size pickup offerings available and on the way. Look for more information on the new Tundra in the coming months, and it should go on sale in the U.S. by the end of the year.


 

 

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Hometown Hall Limo of the Day June 14

Troy Warren #carnews-all


 

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2022 Lexus NX Redone with New Engines, New Infotainment, and a New Look

BY JOEY CAPPARELLA | CarAndDriver.Com

Troy Warren #carnews-all

The latest NX will come in NX250, NX350, and NX350h versions, and a plug-in-hybrid NX450h+ joins the lineup with the RAV4 Prime’s 302-hp AWD powertrain.

The redesigned 2022 Lexus NX features a broad powertrain lineup including a new plug-in-hybrid model.

The versions comprise gasoline NX250 and NX350 models and NX350h and NX450h+ hybrids.

The new NX will go on sale in the U.S. this fall.

The NX is the second-bestselling Lexus model after the RX, so it’s no surprise that the company is pulling out all the stops for the new 2022 NX. The second-generation model will arrive this fall with a new design, a new infotainment system, and a significantly broader range of powertrain options including a new turbo four-cylinder gas engine and a newly available plug-in-hybrid model.


 

The NX lineup starts off with the base NX250, which has the same naturally aspirated 2.5-liter inline-four as the RAV4, producing 203 horsepower and 184 pound-feet of torque. It has an eight-speed automatic transmission and either front- or all-wheel drive. In terms of power output, the next step up is the NX350h, which combines a 2.5-liter gasoline engine with two electric motor-generators for a total of 239 horsepower—20 hp more than the RAV4 hybrid. Lexus claims up to 36 mpg for the hybrid model.

The nonhybrid NX350 features a new turbo 2.4-liter inline-four with 275 hp and 317 pound-feet of torque, which should make it significantly quicker than the previous NX300 and its less powerful turbo 2.0-liter engine. It also has an eight-speed automatic transmission. And sitting at the top is the NX450h+ plug-in hybrid, which shares its all-wheel-drive 302-hp drivetrain with the surprisingly quick RAV4 Prime. Lexus claims the plug-in model will have an estimated electric driving range of 36 miles, compared with the RAV4 Prime’s EPA-estimated 42-mile range.

The NX’s new exterior design isn’t revolutionary, but we think the spindle grille design is better integrated than before. Out back, the NX incorporates a new “Lexus” script across the tailgate with a different font in place of the typical oval “L” logo, which remains in front.


 

The biggest changes are seen inside, as the NX debuts a completely new infotainment interface for Lexus. We’re glad to see the old touchpad controller disappear, and the new system uses a centrally mounted touchscreen and a few physical knobs. A 9.8-inch screen is standard, while a huge 14.0-inch touchscreen is optional and incorporates many of the climate controls into the screen. Lexus claims that the new model has more rear-seat room and cargo space than before, but hasn’t yet provided specific dimensions for the 2022 NX. 

An F Sport package will be offered for both the NX350 and NX450h+ models that adds appearance tweaks—including dark trim and black 20-inch wheels—along with adaptive dampers. New options include a panoramic sunroof, heated rear seats, and upgraded driver-assistance features including a system that prevents you from opening the door from inside the car if it senses that a bicyclist or another vehicle is approaching.


 

We assume that the NX will cost a bit more than the current car, which starts at $38,635 for the base front-wheel-drive NX300 model and $41,185 for an all-wheel-drive NX300h hybrid. We’ll find out more information closer to its on-sale date this fall.


 

 

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Hometown Hall Electric Car of the Day June 12

Troy Warren #carnews-all


 

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1020-HP Tesla Model S Plaid Gets Price Hike ahead of ‘Delivery Event’ Tonight

BY CONNOR HOFFMAN | CarAndDriver.Com

Troy Warren #carnews-all

The high-performance model is now $10,000 more expensive, and deliveries will start during a livestream event tonight at 10 p.m. ET.

Tesla has increased the price of the new Model S Plaid ahead of deliveries that start tonight, which it will livestream here.

The price was increased after Tesla canceled the more powerful Model S Plaid+, and now the Plaid costs $131,190. 

The Model S Plaid uses a tri-motor setup to produce 1020 horsepower, and Tesla claims it’ll reach 60 mph in 2.0 seconds. 

Tesla will livestream a delivery event for its anticipated Model S Plaid tonight at 10 p.m. ET at its plant in Fremont, California. Ahead of the event this week, CEO Elon Musk tweeted that it canceled the Model S Plaid+ variant, and now the Plaid’s price has increased to $131,190. The increase won’t affect those who have already placed orders, a customer service representative on Tesla’s website told us.

Model S Plaid delivery event at our Fremont factory will be streamed live on June 10, 7pm Pacific pic.twitter.com/V7c77ySFti

— Tesla (@Tesla) June 7, 2021

Musk commented on Twitter that there was no need for the even higher-performance Plaid+ model because the Plaid is sufficient. The $10,000 price increase could be because there is now only one model (the Plaid+ was priced at $151,190), or due to the semiconductor shortage, which Musk says has been affecting Tesla. Its prices have been steadily increasing recently. The Model S Long Range currently costs $88,190, nearly $18,000 more than the 2020–2021 Long Range Plus.

Tesla is claiming that the Model S Plaid will reach 60 mph in 2.0 seconds and run through the quarter-mile in 9.2 seconds at 155 mph. Jay Leno recently said on Spike’s Car Radio that, in the Plaid, he posted a 9.247-second quarter mile at 152 mph, and the drag slip was posted on Twitter. Those times would make the Plaid by far the quickest car we’ve ever tested, and we’ll find out for sure when we do. It’s also said to have a 200-mph top speed, but only with a special wheel-and-tire setup that won’t be available until the fall.


 

The Plaid model has three electric motors producing 1020 horsepower, Tesla says. The Plaid+ previously boasted 1100 horsepower. Tesla estimates that the Plaid will achieve EPA range figures of 350 or 390 miles on a single charge, depending on which wheel-and-tire combination the car is wearing. Previously, Tesla said that the now canceled Model S Plaid + would have a 520-plus-mile range. 

Tesla recently gave the Model S a redesign, including a refreshed interior with a yoke-style steering wheel, and the Plaid models don’t look significantly different. They are available with a set of 19- or 21-inch wheels.

We’ll see more of the highest-performance Tesla soon and will run it through our instrumented testing when we get our hands on one.


 

 

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Tested: 2021 Alpina XB7 Brings What BMW M Won’t

BY MIKE SUTTON | CarAndDriver.Com

Troy Warren #carnews-all

German tuning house Alpina upgrades BMW’s highest-performing X7 SUV on its own terms.

Traditionalists are quick to give BMW flak for applying its full-bore M treatment to models that don’t adhere to the go-fast formula set by the brand’s most legendary driver’s machines. Vehicles like the twin-turbocharged, all-wheel-drive, automatic-transmission X5 M SUV spring to mind—undeniably good to drive but everything that an E30 M3 is not. We’re just glad that the latest M3 is awesome and can still be had with a stick shift. But BMW has stuck to historical precedent and refrained from creating full M versions of its largest, most luxurious models (namely, the 7-series) instead referring the high-performance work to its long-standing German tuning partner, Alpina. It was a given that BMW’s X7 full-size SUV would get the Alpina treatment, which is now available in the form of the 2021 Alpina XB7.

We’ve previously driven the three-row XB7 in Germany—exclusively on a tight, challenging racetrack no less—and we’ve already tested the mechanically similar Alpina B7 sedan, so driving the XB7 around our home base was not entirely unfamiliar. Unlike the B7, which sits below the pricier, V-12-powered M760i in the 7-series lineup (despite being the better of the two cars to drive), the $142,295 XB7 is the top-dog X7. Lording over the $100K M50i model with which it shares its foundation and twin-turbo 4.4-liter V-8, the Alpina gains larger twin-scroll turbos, a less-restrictive active exhaust, and additional cooling capacity. The result is a bump in horsepower from 523 to 612, with torque increasing from 553 to 590 pound-feet. Also included is a retuning of the ZF eight-speed automatic transmission, which connects to the X7’s standard all-wheel-drive system.


 

HIGHS: Big, refined power; understated design; decent ride comfort, even on big wheels.

 

As with previous Alpinas, the XB7’s performance is accented by a somewhat soft, luxurious character, one that suits a big SUV’s mission better than the snarling, hard-edged tune of an M car. Its opulent BMW interior is virtually unchanged versus lesser X7s, save for a few Alpina emblems, a revised instrument-cluster display, and a switch from paddle shifters on the back of the steering wheel to the tuner’s trademark shift buttons. Exterior changes amount to new bumpers, the rear incorporating four big exhaust pipes and the front featuring prominent ALPINA lettering on its lowermost section, which has the added benefit of lessening the visual heft of the X7’s oversized kidney grilles. The 36-decibel rumble of the XB7’s exhaust at rest is an indicator of its straight-line potential, but even at max thrust its deep V-8 growl measures a distant and refined 77 decibels, and with few of the shouty pops and crackles that can draw eyerolls from onlookers. 

The booming popularity of crossovers is the obvious driving force behind the XB7’s creation. So is the presence of the Alpina’s closest competitor, the $133,095, 603-hp Mercedes-AMG GLS63, which we’ve already recognized as an overachieving heavyweight at the test track. The XB7 earns the same distinction. Weighing 63 pounds less than its rival, our 5864-pound test car was only a fender behind the AMG as it surged to 60 mph in 3.7 seconds and covered the quarter-mile in 12.1 seconds at 117 mph. Aided by a deep well of torque and smooth yet rapid shifts from the ZF gearbox, the Alpina is actually the quicker of the two on the move, pulling slightly ahead of the Mercedes above 100 mph as well as through our 30-to-50-mph and 50-to-70-mph passing tests.


 

LOWS: Awfully big and thirsty, unsettling stability-control interventions, priced for exclusivity.

For reference, our long-term X7 M50i needed 4.1 seconds to hit 60 mph when it was new and 12.6 seconds to trip the quarter-mile lights at 110 mph. Whereas the M50i runs into an electronically limited wall at 124 mph, the XB7’s computers let it carry on to a claimed 180 mph, if you’re in that big of a hurry to get to Starbucks. Given their power and girth, both the XB7 and the GLS63 gulp a lot of fuel. The Alpina averaged 16 mpg while in our care and only managed 20 mpg on our 75-mph highway test, 1 mpg shy of its EPA estimate and only 2 mpg less than the AMG GLS63. 

Alpina fits the XB7 with standard 21-inch wheels and all-season tires, but our example wore gigantic, narrow-spoke 23-inchers wrapped with Pirelli P Zero PZ4 summer rubber, sized 285/35R-23 in front and 325/30R-23 in back. While these big, grippy steamrollers are a sizeable investment—a $2600 option, and the tires alone cost more than $3K to replace via Tirerack.com—they do allow the XB7 to orbit the skidpad at the same sports-sedan-like 0.92 g as the GLS63 and stop from 70 mph in a 149 feet. They also handsomely fill out this BMW’s expansive wheel arches. More important, and unlike that AMG we tested on similarly sized rolling stock, ride comfort remains respectable. Despite the tires’ thin sidewalls and the underlying tautness of the Alpina’s adjustable air springs and adaptive dampers, our XB7 traversed Michigan’s cratered two-lanes with commendable grace, its suspension absorbing big hits with the nearly same poise that deftly manages this tall, heavy SUV’s body around turns. Thank the standard active anti-roll bars and rear-wheel steering for much of the XB7’s ride flexibility and cool composure.


 

However, those big wheels and tires were a factor in an unusual issue that occurred during our performance testing. You see, we run our 300-foot skidpad test at a constant, maximum-lateral-g pace, which provides a more accurate reading of a vehicle’s steady-state cornering grip than the quick g-load spikes it would generate on a racetrack. It was this extended hard cornering, combined with Alpina’s tuning of the XB7’s suspension and stability control, that prompted our test car’s computer brain to wrongly think that a rollover was imminent and to wildly overcorrect with adjustments to the dampers, active anti-roll bars, and brakes. Our test driver likened the resulting oscillations to riding a mechanical bull, which is as unsettling as it sounds at the handling limit of a near-three-ton machine. Alpina has since added a similar skidpad test to its development process but has decided against revising its software as it deemed the conditions so uncommon that drivers will likely never encounter the issue in the real world. 

Although we were able to induce similar suspension motions when rapidly circling a highway entrance ramp, Alpina is probably correct. It’s doubtful that few (if any) XB7 owners will attack runs to the country club with the vigor needed to experience this SUV’s unique handling quirk. As a luxury performance vehicle, Alpina’s people mover can facilitate four-wheeled shenanigans but doesn’t necessarily inspire them. Its strength lies in its comfort, sophistication, and abundance of usable power that makes it feel special enough to flaunt a $156,345 as-tested price—without compromising its six- or seven-seat practicality. We’re not sure how a theoretical X7 M would differ if BMW were to make one, but we imagine we’d like Alpina’s go-fast treatment better. 

Specifications

2021 BMW Alpina XB7
Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon

PRICE
Base/As Tested: $142,295/$156,345 
Options: Bowers & Wilkins sound system, $3400; 23-inch wheels, $2600; rear-seat entertainment, $2200; Ametrin Metallic paint, $1950; full leather interior, $1500; second-row captain’s chairs, $850; five-zone climate control, $800; panoramic roof, $750

ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 268 in3, 4395 cm3
Power: 612 hp @ 6500 rpm
Torque: 590 lb-ft @ 2000 rpm

Transmission: 8-speed automatic

CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 15.6-in vented disc/15.7-in vented disc
Tires: Pirelli P Zero PZ4
F: 285/35R-23 (107Y) ALP
R: 325/30R-23 (109Y) ALP

DIMENSIONS
Wheelbase: 122.2 in
Length: 203.3 in
Width: 78.7 in
Height: 70.7 in
Passenger Volume: 142 ft3
Cargo Volume: 12 ft3
Curb Weight: 5864 lb

C/D TEST RESULTS
60 mph: 3.7 sec
100 mph: 8.8 sec
1/4-Mile: 12.1 sec @ 117 mph
130 mph: 15.7 sec
150 mph: 23.3 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.9 sec
Top Gear, 30–50 mph: 2.4 sec
Top Gear, 50–70 mph: 2.7 sec
Top Speed (mfr’s claim): 180 mph
Braking, 70–0 mph: 149 ft
Braking, 100–0 mph: 293 ft
Roadholding, 300-ft Skidpad: 0.92 g

C/D FUEL ECONOMY
Observed: 16 mpg
75-mph Highway Driving: 20 mpg
Highway Range: 430 mi

EPA FUEL ECONOMY
Combined/City/Highway: 17/15/21 mpg


 

 

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Tested: 2022 Nissan Pathfinder Gets Much More Appealing

BY JOEY CAPPARELLA | CarAndDriver.Com

Troy Warren #carnews-all

With attractive proportions, an improved and larger interior, and no more CVT, Nissan’s three-row SUV is now an above-average player in its segment.

Today’s three-row family haulers can either be viewed as minivans in SUV cosplay or the other way around, but the outgoing Nissan Pathfinder was the worst of both worlds. Its awkward proportions made it look just about as unappealing as a van, but its small third-row seat typified the compromised accommodations of mid-size SUVs. The new fifth-generation 2022 Pathfinder rectifies these flaws and is a far more appealing option in this segment—even if it doesn’t quite reach the heights of our favorite, the 10Best-winning Kia Telluride.

Longer, wider, and taller than before but riding on the same wheelbase, the new Pathfinder looks truckier, with a blunt front end and a boxy greenhouse. We like the proportions, which remind us of the Land Rover Discovery, and interior space is improved, too. The third row is more habitable for adults, and there’s now a middle seating position that brings total seating capacity to eight in a pinch. A second-row bench is standard, and second-row captain’s chairs are optional. The second-row seats easily slide and flip forward to allow access to the third row, and Nissan touts their ability to do so even with a child seat installed. (Just don’t try it with the little one still seated.)


 

HIGHS: Nicer and roomier interior, attractive exterior design, no more CVT.

 

Another significant improvement is the Pathfinder’s nine-speed automatic transmission, which replaces the continuously variable automatic transmission (CVT) in the old model. While the 284-hp 3.5-liter V-6 engine hasn’t changed at all, this new transmission livens up the Pathfinder’s responses considerably and eliminates the annoying droning that was so present with the CVT. At the test track, a 2022 Pathfinder SL with front-wheel drive got to 60 mph in 6.7 seconds, a 0.6-second improvement over a heavier 2017 Pathfinder Platinum with all-wheel drive. That result and its quarter-mile time of 15.3 seconds put it ahead of class leaders such as the Telluride and Hyundai Palisade, and we think the AWD model could be even quicker due to the abundance of wheelspin we experienced when testing the front-drive version.

Nissan increased the Pathfinder’s tire width from 235 millimeters to 255 and stiffened the spring rates to improve handling. Indeed, the new model gripped better than its predecessor on our skidpad—0.80 g versus 0.77 g—but the Pathfinder still trails the nimbler offerings in this class such as the Mazda CX-9 in terms of on-road driving satisfaction. The steering is numb and overboosted, and the ride is bouncy with a light load. (It improves when weighed down with more people or stuff onboard.) We were impressed with the effect of the extra sound deadening and thicker glass that Nissan added, as the cabin is nicely hushed on the highway.


 

LOWS: So-so value proposition, overly stiff ride, numb steering.

As with the Pathfinder’s smaller Rogue sibling, the interior materials are a big upgrade as well. There are many soft touch points on the dashboard, the optional leather upholstery is plush, and the front seats are comfortable and supportive. We also appreciate the large volume and tuning knobs flanking the touchscreen infotainment display, and the clearly marked climate-control knobs lower down on the center stack. The Telluride’s cabin design still looks more upscale, but the Pathfinder is nicer inside than the Ford Explorer and Toyota Highlander by a wide margin.


 

The Pathfinder starts at $34,560, an increase of $1430 over the previous generation. Our well-equipped Pathfinder SL test car was equipped with optional extras, including a panoramic sunroof, a heated steering wheel, heated rear seats, Nissan’s ProPilot driver-assistance system, and USB charging ports in all rows. It stickered for $45,795, and all-wheel drive would’ve added another $1900 to that total, which means the Pathfinder is appropriately priced but not necessarily a better value than its closest rivals. A fully loaded front-wheel-drive Telluride SX is only $44,805, and we prefer its styling, refinement, and interior to the Pathfinder’s.

Even still, the new Pathfinder is a far more competitive SUV than its predecessor. We think it’s now an above-average three-row crossover, and its new look inside and out go a long way toward increasing its overall appeal. Roomier, quicker, and better-equipped than before, the Pathfinder is yet another step up for Nissan in an important segment of the market, and we think it will easily find more success than the lackluster model it replaces.

Specifications

2022 Nissan Pathfinder
Vehicle Type: front-engine, front-wheel-drive, 7-passenger, 4-door wagon

PRICE
Base/As Tested: $34,560/$45,795 
Options: SL trim, $6180, SL premium package (panoramic moonroof, 20-inch wheels, towing package, second-row heated captain’s chairs), $2900

ENGINE
DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 213 in3, 3498 cm3
Power: 284 hp @ 6400 rpm
Torque: 259 lb-ft @ 4800 rpm

TRANSMISSION
9-speed automatic

CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.8-in vented disc/13.0-in vented disc
Tires: Hankook Dynapro HP2
255/50R-20 105H M+S

DIMENSIONS
Wheelbase: 114.2 in
Length: 197.7 in
Width: 77.9 in
Height: 70.7 in
Passenger Volume: 145 ft3
Cargo Volume: 17 ft3
Curb Weight: 4481 lb

C/D TEST RESULTS
60 mph: 6.7 sec
1/4-Mile: 15.3 sec @ 94 mph
100 mph: 17.7 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.1 sec
Top Gear, 30–50 mph: 3.5 sec
Top Gear, 50–70 mph: 4.8 sec
Top Speed (gov ltd): 119 mph
Braking, 70–0 mph: 179 ft
Roadholding, 300-ft Skidpad: 0.80 g

C/D FUEL ECONOMY
Observed: 21 mpg

EPA FUEL ECONOMY
Combined/City/Highway: 23/21/26 mpg


 

 

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Used Car Prices Rising Fast, with Some Models Up 30 Percent or More

BY SEBASTIAN BLANCO | CarAndDriver.Com

Troy Warren #carnews-all

CarGurus notes that 11 brands are up nearly a third in price, among them Chevrolet, Dodge, Ford, GMC, Hyundai, and VW, and breaks down price increases by model.

Depending on how you calculate used-car prices, values have gone up 30 percent from a year ago, or 17 percent just since January, according to figures collected by the website CarGurus.

Eleven brands are up more than 30 percent year over year, including Ram, Aston Martin, and Ford.

Electric vehicles have also seen rapid increases so far in 2021, and that’s before the Tesla Model 3 really hits the used market, according to used EV sales tracker Recurrent.

If you pay any attention to used-car discussions on social media these days, it will be no surprise to you that prices have been climbing precipitously. According to numbers collected by CarGurus, the price for the average used car is up almost 30 percent today compared to where it was last year. That’s even higher than the number calculated by iSeeCars in April, which showed that used-car prices increased 16.8 percent that month compared to April 2020. CBS reported a 17 percent increase in used car prices since January.

When you combine the federal government’s stimulus checks with the end of the pandemic coming into view and a distinct lack of new cars on the marketplace, these numbers sure start to make sense. But not every brand’s used-car prices are climbing at the same rate, and it’s notable that no one is doing better than a brand that hasn’t sold a new car since 2010. If you just look at the past 90 days, Saturn has seen its price values climb up 25.95 percent, as The Drive also noted. That puts the defunct GM brand at the top of that particular chart, followed by the other big climbers, which are Smart (up 22.2 percent in the past three months), Ford (20.6), Hyundai (20.5) and Kia (20.1). The rise in Saturn and Smart prices can partly be explained by their low starting points, but it’s nonetheless worth noting as just one more weird impact of the times we’re living in.


 

There are 11 brands in CarGurus’ data set that have seen used car prices go up more than 30 percent, year over year. The list is led by Ram (up 40.5 percent), followed by Aston Martin (38.1), Ford (38.7), GMC (37.9), Chevrolet (37.3), Dodge (36.4), VW (35.1), Lincoln (32.9), Toyota (30.5), and Hyundai and Kia (both 30.1). The CarGurus tool also lets you see how much the particular model you want has increased in price. So, for instance, the average price of a 2018 Volkswagen Atlas is up 14 percent, while the average price of a 2018 Ford Escape is up 24 percent year over year.

Used-EV Sales Have Their Own Rhythm

The brand with the lowest year-over-year price increase is Tesla, at just under 6 percent. But that doesn’t mean used-EV sales aren’t doing well. Recurrent, which tracks EV prices, found that they have been rising and rising over the past 90 days. Month-over-month increases were 1.1 percent in March, 2.6 percent in April, and 5.1 percent in May.

“Used-EV prices are increasing at an accelerating rate over the past 90 days,” Recurrent CEO Scott Case told Car and Driver. “We believe that this represents a shift in consumer preferences on top of inflation, driven by greater comfort with EV technology.”
Case also made a prediction about where used EV prices go from here, which is that Tesla is about to make a big move.

“This is the last time the Model 3 won’t be in the top used seller position for years to come,” he said. “The Model 3 is about to turn three and start coming off lease in droves.”


 

 

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Hometown Hall Classic Car of the Day June 7

Troy Warren #carnews-all


 

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2022 Ford Maverick Hybrid Compact Pickup Will Debut Next Week

BY CONNOR HOFFMAN | CarAndDriver.Com

Troy Warren #carnews-all

Ford’s new unibody pickup will debut on Tuesday, June 8, and is expected to share a platform with the Bronco Sport crossover.

Ford’s new compact pickup truck, the 2022 Maverick, will debut next week on Tuesday, June 8, at 6 a.m. ET. 

You’ll be able to watch live on Ford’s social media channels, including TikTok, actress Gabrielle Union’s social media accounts, and commercials on Hulu. 

The Maverick is expected to share a platform with the Bronco Sport crossover and arrive by the end of the year. 

UPDATE 6/3/21 9:30 a.m.: Ford posted an advertisement for the upcoming Maverick pickup on YouTube, and we spotted a hybrid badge on the tailgate. 

Ford will reveal a new pickup truck next week on Tuesday, June 8, at 6 a.m. ET, and this is the first official photo of what will be called the Maverick. It’s a compact pickup that’ll be smaller and cheaper than the body-on-frame Ranger mid-size truck, and it should arrive by the end of the year starting just over $20,000.


 

The Maverick is expected to share its platform with the Escape and Bronco Sport crossovers, and from spy photos we spotted that it will have an independent rear suspension. It will be built alongside the Bronco Sport at Ford’s plant in Hermosillo, Mexico. And, like the Honda Ridgeline and the upcoming Hyundai Santa Cruz, it will have unibody construction.

It’s also likely to share powertrains with the Bronco Sport, and that SUV’s optional 250-hp turbocharged 2.0-liter inline-four could be an option. There should be a less powerful choice for the cheaper base model as well. Both front- and all-wheel drive should be available. 

Ford previously said that the new pickup would have a sub-$20,000 starting price, but we think it will cost slightly above that. The truck in this teaser shows an XLT badge, though other trims will be available, too. We’ll know more about the Maverick next week, and it should go on sale in the U.S. by the end of this year.