News

Scout Motors is filing patents on integrated winch systems and multifunction tailgate designs—the kind of functional details that suggest someone actually understands working trucks instead of just chasing lifestyle aesthetics. These aren't revolutionary concepts, but the approach signals a builder mindset focused on utility over influencer appeal.

Jalopnik digs into whether a Corvette can tow because both it and Chevy trucks run small-block V8s. Spoiler: engine displacement doesn't equal chassis capability. The real story is frame rigidity, suspension geometry, and the fact that Chevy never engineered the C8 (or any Vette) for towing duty—marketing departments and bean counters have different priorities.

The W-series GS shared its 2JZ lineage with Toyota's sports car royalty—same basic architecture, different mission. If you're hunting clean '98-'05 examples, values are still reasonable compared to what Supra prices have done. This is sneaky Toyota history if you know where to look.

While the rest of the industry chases screens and autonomy, Chevrolet kept the steering feel alive. The C8's mid-engine layout finally gave Americans what Europeans had for decades: weight distribution that actually makes sense. Prices aren't climbing like they were in 2021, but clean ones under $100k are disappearing.

Stellantis is quietly axing plug-in hybrid options across North America, citing weak consumer demand and shifting market priorities. The move consolidates their strategy around full EVs and traditional ICE platforms, abandoning the middle ground that never quite worked anyway. It's a tacit admission that the PHEV experiment was always a bean-counter compromise, not a real solution.

Chrysler Pacifica PHEV, Jeep Wrangler 4xe, and Grand Cherokee 4xe are dead for 2026—Stellantis is pulling the plug on its entire plug-in hybrid lineup. The bean counters realized the complexity-to-profit ratio didn't work. Translation: they're cutting losses before the market does it for them.

Ford's rolling out vehicle-to-cloud AI that calculates real-time payload capacity based on suspension load, terrain, and cargo weight. It's the kind of feature that could actually matter to people who use trucks for work instead of Instagram photos. Question is whether Ford will let it be a tool or turn it into another subscription service.

A roundup of overlooked JDM four-doors that delivered genuine driver engagement on a budget—think S54 levels of NA screaming and chassis tuning culture, minus the German depreciation tax. The list likely covers Altezza, Stagea, and early 2000s Legacys that are finally getting their due as E46 prices spiral.

Stellantis is pulling the plug on plug-in hybrids stateside, culling the Jeep Wrangler 4xe, Grand Cherokee 4xe, and Chrysler Pacifica PHEV from the lineup. The move signals a hard pivot toward full EVs as bean counters decide the PHEV middle ground isn't profitable enough. If you were holding out for an electrified Jeep, you're watching the window close.

The E85/E86 generation sits in that sweet spot where S54 values haven't fully caught up to the rest of the market. Clean examples with service records are still available sub-$40k, though that window is closing. The S54's 333hp and the roadster's 50/50 weight distribution made this the thinking person's alternative to the 350Z.

BYD's Shark 6 ute topped Australian PHEV sales in 2025, signaling a hard shift in how buyers are actually choosing vehicles. The plug-in hybrid segment isn't about virtue signaling anymore—it's about practicality and real-world range that doesn't require a 30-minute charging stop. Chinese manufacturers figured out what Detroit's been sleeping on.

Consumer Reports data confirms what the used market already knew: certain Toyotas are genuinely built different. The 4Runner, Sequoia, and Tundra lead the pack, but the real story is chassis longevity—solid axles and truck architecture age better than the sedan lineup most assume is bulletproof.

What started as a rejected racing division operating under a used-car website alias has evolved into a legitimate global performance brand. Gazoo Racing proved you don't need corporate blessing to build credibility—you just need to win. Now Toyota's bean counters can't ignore what they tried to bury.

Ferrari's newest 12-cylinder produces 819 hp without forced induction—a middle finger to turbos disguised as engineering. The 6.2L V12 is hand-built and costs enough to buy three 355s. In a world of downsized displacement and synthetic exhaust noise, this is the last gasp of an old religion.

McLaren's new GTS slots below the 750S as the accessible entry point—and it matters. Based on the proven carbon chassis architecture, it ditches some downforce obsession for actual usability: power-adjustable seats, a proper infotainment system, and a 4.0L twin-turbo V8 that doesn't need a track to justify its existence. Prices start around $220K, positioning it as the gateway drug to Woking's playbook.

The first-gen tC (2005-2010) is experiencing a quiet revaluation among budget-conscious track builders. Light, naturally aspirated, and cheap enough to thrash without regret, it's the anti-hype play when everyone's fighting over E46s and S2000s. The 2.4L 2AZ-FE responds well to bolt-ons, and clean examples are still sliding under $10K.

Bosch's forecast that 70% of new cars will still run on combustion by 2035 is less optimistic about ICE and more realistic about how the industry rebrands itself. They're counting PHEVs and range-extended EVs as 'combustion cars'—a semantic sleight of hand that lets OEMs hedge their bets while regulators pat themselves on the back.

Great Wall Motors rolled out a naturally aspirated 8-cylinder and a flat-eight concept at CES—a direct middle finger to the Western EV-or-bust narrative. While GM, Ford, and BMW are axing displacement, China's largest automaker is betting that cylinder count still matters to people who actually buy cars. The flat-eight is pure flex; the NA V8 is the real story.

Stellantis is pulling the plug on plug-in hybrid variants across Jeep and Chrysler's North American lineup, effectively surrendering the PHEV segment it helped pioneer. The 4xe platform, which actually moved needle sales and offered real capability gains, gets shelved alongside the Pacifica Hybrid. This isn't strategy—it's capitulation disguised as restructuring.

The 3500HD isn't flashy, but it's engineered to outlast trend cycles. Cummins diesel reliability, robust frame, and a parts ecosystem that refuses to die make this the working truck that actually proves its worth. If you're buying used, clean examples under 150K are finally getting their due.