Home Blog Page 37

Pour One Out for the Volvo V60 Polestar Engineered: It’s No Longer On Sale in the U.S.

Another year passes, and another wagon rolls off into the history books.

With SUVs choking every highway and byway in the U.S., the station wagon has definitely fallen by the wayside in recent decades. Here’s the thing, though: The few that are left can actually be a really cool if you want to be a bit different from the neighbors. The Volvo V60 is a good example of understated luxury and practicality, and the Polestar Engineered model just happens to do that with 455 horsepower and 523 lb-ft of torque on tap. It’s a total sleeper — or rather, it was, as Volvo confirmed on its customer-facing website that it’s no longer available in America.

So now, we don’t get a plug-in hybrid V60 at all in the U.S., and as an enthusiast that sucks. Granted, there are a couple takeaways from this latest development. The V60 Cross Country and the V90 (non-Cross Country) will stick around, at least for the time being. Looking at the situation from a business perspective, it is easy to see why Volvo killed this particular model off: Wagons just don’t sell. Turns out, the relatively few people who lean toward something a bit different pales in comparison to, say, your typical XC60 or XC90 shoppers. I know, that’s a huge shocker (not).

In fact, Volvo dealers moved just 3,391 wagons last year. That’s less than 3% of the company’s total volume over here, while SUVs represented 85.8% of total sales. The XC60, for its part, outsold the V60 by more than ten-to-one.

It’s a point we’ve made time and time again over the years: Buying a wagon these days is definitely a niche decision that makes little business sense in the current climate. Nevertheless, like with the state of manual transmission cars, I’m sad to see the V60 Polestar Engineered roll off into the sunset. As a practical car that happens to be a total sleeper, it’s a match made in heaven for the relatively few people who go out of their way to buy one.

How EV Battery Fires Complicate Car Accident Claims

SPONSORED CONTENT

EV vehicle fire

Navigating the aftermath of an electric vehicle (EV) accident can be significantly more complex due to the unique risks associated with EV battery fires. These incidents not only pose immediate safety threats but also introduce additional challenges in the legal and insurance landscapes. The potential for battery fire can persist long after the initial impact, raising concerns for drivers, passengers, and professionals involved in the claims process.

While traditional vehicles also carry fire risks, the nature of EV fires—often involving thermal runaway and chemical reactions—requires specialized handling and understanding. This complexity can affect both the speed and outcome of accident claims, necessitating a different legal approach compared to conventional car accidents.

Given the rising popularity of electric vehicles, understanding these challenges is critical for anyone involved with EVs. Legal professionals, insurance companies, and EV owners must stay informed about how these potential battery fires can influence claims and liabilities. Insights from studies, like those detailing that in locations such as Sweden, EV fire incidents are statistically low, underscore the need for precise and educated responses to these incidents.

Understanding EV Battery Fires

Electric vehicle (EV) battery fires, although relatively rare, can pose significant challenges. These fires result from certain specific causes and require distinct safety measures, influencing how individuals might seek help for compensation after an EV battery fire.

Causes of EV Battery Fires

EV battery fires are commonly associated with lithium-ion batteries, which are vulnerable to certain conditions. Excessive heat can cause the battery cells to ignite, a primary risk factor. This thermal runaway can be triggered if a battery cell surpasses a critical temperature, leading to a chain reaction.

Puncture damage is another significant cause, as it compromises the battery’s integrity, allowing internal short circuits. Charging at inappropriate temperatures—whether too low or too high—can also incite fire risks. When exposed to such conditions, the battery’s chemical stability is jeopardized, increasing the likelihood of ignition.

Understanding these conditions can aid in avoiding situations that might require seeking compensation for damages related to EV battery incidents.

Safety Measures and Fire Risk Mitigation in EVs

Safety measures for mitigating the fire risk in EVs are essential to minimize potential hazards. Remaining at a distance from a vehicle that shows signs of smoke is crucial. Emergency protocols advise exiting the vehicle promptly and making necessary calls to emergency services.

Manufacturers incorporate technology to monitor battery conditions, including temperature sensors and automatic shutdown systems, to prevent overheating. Some EVs are equipped with protective casings around the battery to prevent physical damage.

Fire risk can also be reduced by maintaining proper battery charging habits, ensuring the battery operates within a safe temperature range. Understanding and implementing these measures plays a critical role in enhancing EV safety and reducing the necessity of compensation claims related to battery fires.

Navigating Accident Claims Involving EV Battery Fires

Navigating claims related to electric vehicle (EV) battery fires involves understanding the unique challenges, legal considerations, and steps necessary to seek compensation. This section examines each of these critical areas to provide a comprehensive overview.

Challenges in Accident Claims for EV Fires

Handling claims for EV battery fires presents distinct challenges. One issue is the technical complexities involved, such as thermal runaway—a condition where batteries generate uncontrolled heat, potentially causing fires. Investigating these incidents requires expertise in battery technology to ascertain the cause accurately.

Additionally, gathering evidence from these high-intensity fire scenes can be difficult, often leaving limited material for forensic analysis. This makes it essential to involve specialists who understand EV technologies to build a robust claim. Addressing these challenges requires careful planning and access to specialized knowledge.

Legal Considerations for EV Battery Fire Incidents

The legal landscape for EV battery fire claims involves navigating product liability laws. Manufacturers, distributors, or retailers could be held responsible if the battery fire results from a defect. Product liability is crucial as it ensures accountability for faulty products.

An incident report by the National Transportation Safety Board noted the complexities in handling these legal matters, especially when multiple vehicles or parties are involved. Legal precedents for EV fires are still evolving, requiring expertise in both automotive and product liability law to effectively manage claims.

Seeking Compensation: Steps to Take Following an EV Battery Fire

Seeking compensation after an EV battery fire involves several key steps. Initial actions include documenting the incident scene and gathering all possible evidence. Contacting a specialized attorney is vital to assess the legal avenues available for claiming damages.

Victims should also liaise with insurance providers promptly to begin the claims process. Understanding the policies specific to EVs and negotiating with insurers can impact compensation outcomes significantly. Seeking legal representation can strengthen one’s position in obtaining fair compensation.

Ask Nathan: Will the Non-Hybrid Toyota Land Cruiser Sell Here and Towing with the Ford Maverick Hybrid?

In this week’s Ask Nathan:

  • The JDM Toyota Land Cruiser 250 isn’t meant for our market.
  • Is it okay to tow with a Ford Maverick hybrid?

The first question comes from a viewer who wants to know about the Japanese domestic market (JDM) Toyota Land Cruiser 250 – and it it’s coming to the United States.

Q: (Via: NathanAdlen@Twitter/X) regarding the new Toyota Land Cruiser 250 Series.

Hi! Just heard about the Toyota Land Cruiser 250 and I think it’s even cheaper than the 1958 ($57,000). It’s not a hybrid. Do you think it will sell here?

— WikFlash778

A: That’s a big “no” from me, but I’ve been wrong before.

I have a few reasons for my answer, mainly – the powertrains. You are correct: it will be less expensive as it is not a hybrid; however, there are many reasons why Toyota simply cannot sell it here. I’ll show you a quote below…

Toyota

A Toyota turbo diesel will not sell here, period. The company has remained firm about not attempting to enter our market with their diesels. Believe me, I’m not against a diesel off-roader. In fact: I think they are the best way to overland and whatnot, but modern ones only seem to work out in domestic market, heavy-duty pickup trucks.

With all that being said, there is that 2.7-liter gas engine. I believe this is a non-turbo, entry-level gas engine and it’s paired with a six-speed automatic transmission. This is similar to the old-school inline-four Toyota used in its previous version of the (base model) Tacoma. Less than 160 horsepower, and around 180 lb-ft of torque. Not a ton of power, to be sure, but it’s known as a reliable and fairly efficient powertrain.

If you do the basic math, this combination should be much less expensive than the current 1958 model. It would probably be cheaper than the new 4Runner – which is one of the reasons it makes little sense hitting our market. Additionally, there’s something to be said about current emissions requirements.

Maybe, one day we’ll see slightly less Land Cruisers in our country, but I doubt it.

— N

The last question comes from a Nissan fan who is worried about the recent news regarding Honda. I think..

Q: (Via: Facebook – NathanAdlenJournalist) RE: Is it okay to tow with a Maverick hybrid?

Quick question for you Nathan. I was thinking about buying a new or used Ford Maverick hybrid and I wanted to know if it’s safe to tow a 1,800 boat?

— Wilson FKP

A: Yep – you truly can tow with the Maverick Hybrid. However…

If you opt for the older Maverick hybrid, it is rated at 2,000-lbs, meaning that you’re approaching its maximum with 1,800-lbs. Remember: the load in your truck will affect the overall weight as well. As such, I would recommend the current Ford Maverick hybrid as it has different cooling, and an updated powertrain. It has a maximum tow rating of 4,000-lbs IF you get the correct tow package.

It’s better to have a higher capacity as it puts less stress on your vehicle – and you.

– N

Nearly 378,000 Teslas Recalled to Address Loss of Power Steering Assist

A power steering assist issue could increase steering effort and the risk of a crash.

This week, Tesla started a recall covering nearly 378,000 Model 3 and Model Y vehicles in the U.S. due to a power steering assist issue that can increase steering effort after coming to a stop, in certain situations. The loss of electronic power steering assist may cause a serious issue for some drivers, depending on when and where the condition occurs, and may increase the risk of an accident.

According to the recall report, certain vehicles may experience an “overvoltage breakdown” that may overstress motor drive components on the printed circuit board. If that happens, a warning will illuminate on the infotainment screen warning the driver of reduced steering assist. The company says it designed the system to prevent power steering loss at speed, though several drivers complained to the NHTSA that is not the case, as mentioned above. Prior to or just after the problem occurs, drivers described their steering as feeling “notchy” or “clicky”, in addition to steering requiring significantly more effort. Some were able to temporarily fix the issue by power cycling the vehicle, but the ODI’s investigation revealed at least 50 cases where vehicles were allegedly towed, including after blocking intersections.

The automaker says it is conducting a voluntary campaign after a non-U.S.-market regulator opened an inquiry into complaints of power steering loss in December 2023. However, the National Highway Traffic Safety Administration (NHTSA) has been working on its own probe into a “loss of steering control” condition since July 2023, and escalated its preliminary investigation to an engineering analysis of the problem in February 2024, following no fewer than 2,388 complaints of the defect. A majority of those complaints, per a report by the NHTSA’s Office of Defects Investigation, occurred at speeds between 5 and 35 mph.

Tesla claims the problem impacts certain 2023 model year variants of the Model 3 and Model Y, built between February 24 (or 28, in the Model 3’s case), 2023 and October 11, 2023. Impacted vehicles were equipped with a software release prior to 2023.38.4.

To be clear, the issue at the root of the NHTSA investigation and Tesla’s voluntary recall may not be directly connected, as those drivers could be experiencing a different steering-related problem than what this recall aims to address. Tesla itself states: “This voluntary recall determination is not in response to NHTSA’s investigation of allegations of loss of steering control (whether as part of EA24-001 or the prior PE23-014)” (emphasis added). The company’s statement on that matter can be found here.

Tesla Model Y interior - 2023

Tesla claims the problem has already been sorted for 99% of impacted Model 3/Model Y drivers.

As has been the case with several of the company’s recalls over the past several years, Tesla’s recall signifies the loss of power steering assist is a software issue, rather than a hardware defect. Owners who regularly update their vehicles — in this case, past the relatively old 2023.38.4 release — will already have the remedy to this issue on their vehicles, and as such don’t need to visit the service center. The few drivers still running that software build or a prior one need only update their cars over-the-air.

Software release 2023.38.4 and later builds “prevent the overvoltage breakdown and overstress of motor drive components on the printed circuit board”, according to what Tesla told U.S. safety regulators. Vehicles produced after October 11, 2023 shipped with updated software, so late 2023 models as well as 2024 and 2025 cars shouldn’t be affected.

As of January 10, 2025, Tesla received 3,012 warranty claims and 570 field reports that may be related to this power steering loss issue. The company says it is not aware of any accidents directly related to this recall.

Owner notifications will be sent out no later than March 25, 2025. Tesla does not plan to reimburse owners for having this recall done, since the vehicles are still covered under warranty and the vast majority should have already had the issue corrected through subsequent over-the-air software updates.

Toyota Recalls Nearly 168,000 Sienna Minivans for Loose Rear Seat Bolts

(Images: Toyota)

A new recall impacts all current-generation Sienna vans.

Toyota made some major changes to its family hauling Sienna lineup in late 2020, offering up brand-new styling and a standard hybrid powertrain from the 2021 model year onward. The changes helped keep it a strong seller in the segment, with more than 75,000 buyers picking one up last year alone. Now, though, there’s a new recall campaign to watch, addressing a safety concern with the seatbacks on the third-row seats.

According to what Toyota told the National Highway Traffic Safety Administration (NHTSA), some Siennas could have improperly torqued bolts on the third-row seat assemblies. That may not sound like a serious issue, but in a crash, the seatback may not move as intended with low-torqued bolts, increasing the risk of injuring the third-row passengers. Factoring into that scenario is the fact that, in all likelihood, owners may have children sitting back there, so this is a matter worth fixing as soon as possible, both for affected Sienna owners and Toyota itself.

The automaker unearthed the issue in December 2024, during an inspection of the Princeton, Indiana manufacturing plant where Toyota builds the latest-generation Sienna minivan. According to what it told officials, “a Toyota team member found a seat back to recliner plate had low bolt torque on the third-row seat assembly. An investigation at the seat supplier (on-site at the factory) found that a bolt torque check could be intermittently bypassed.”

On February 6, Toyota determined third-row seat assemblies with improperly torqued bolts could be a safety problem, and knock affected Siennas out of compliance with federal safety standards.

In the defect report, Toyota reports it is not able to estimate the number of vehicles that actually have low-torqued bolts — so it’s recalling all of them built from October 13, 2020 through January 27, 2025.

What’s the fix?

Given the nature of the problem, you can probably guess at Toyota’s remedy: tighten the bolts. Toyota says it will notify owners of the problem between March 31 and April 14, 2025. Dealers are already aware as of February 13, and it sent out a copy of its internal noncompliance report to that effect.

Owners will then need to bring their Sienna into the dealer, where technicians will tighten the third-row seat back bolts to the correct specification, free of charge. A decent portion of affected vehicles are still within their warranty period, but Toyota will reimburse owners who paid to fix the issue out-of-pocket.

You can find out whether your Sienna is affected through the automaker’s recall website or the NHTSA site. Toyota’s recall number for this campaign is 25TA05, while the NHSTA recall number is 25V-086.

Update: After Owning the New 2025 Toyota 4Runner For Two Weeks, Is It Really That Bad?

So, what’s it actually like owning the new 6th-generation Toyota 4Runner?

I realize the broken record effect this statement has, but…after more than 15 years, a brand-new Toyota 4Runner is finally here! And there’s already a problem with that — because it’s one of the most controversial new cars to hit the scene this year. We just bought one, and in the video below Tommy goes into all the details on what’s happening with this 4Runner, and whether all the folks hating on what it is (and what it represents) are right to do so.

You see, we recently bought a 2025 Toyota 4Runner TRD Off-Road from a dealer in Riverside, California, and have already taken it on quite a few adventures along the way. We took it to Moab with the almost equally controversial 250 Series Land Cruiser. We ran it on the Ike Gauntlet (and it did surprisingly well, comparing it to our experience with the Land Cruiser), and covered the new model from several other angles in our brief ownership period thus far. It is a hugely important model in Toyota’s lineup, as even the old fifth-generation SUV clocked up around 100,000 sales, or even far north of that figure, every single year since 2016.

So why don’t people dig this new sixth-gen 4Runner?

There are a few major reasons for all the ire, but if you’re looking for a single sticking point many folks are clamoring about, it’s what Toyota put under the hood of this new model: a 2.4-liter turbocharged four-banger.

Yep, the old (and by many accounts, almost bulletproof) 1GR-FE naturally aspirated 4.0-liter V6 is out of here. It served the 4Runner astoundingly well for 22 years since its inception in 2002. A ton of folks tout its reliability and durability, saying they’re going to run their fifth-gens until they die.

But let’s approach this new 2025 model and Toyota’s decision with some perspective: The old powertrain was S-L-O-W SLOW. And that’s even true at sea level, thanks in no small part to its archaic 5-speed automatic transmission. Put it up at 6,000 feet above sea level, bolt a lift kit and some bigger tires to it, or both…and you’re in for a world of sluggish acceleration, constant high-volume droning and abysmal fuel economy. Any time I’ve driven a 4Runner, I have never managed more than 17-18 mpg, and you have to granny drive the hell out of it to even get that (especially if you have a more off-road-capable version like the TRD Off-Road or TRD Pro).

Thanks to the forced induction and a new-to-the-4Runner 8-speed automatic transmission, this new model at least promises to break into the 20s on average fuel mileage. Above and beyond the turbo engine on its own, which puts out 278 horsepower and 317 lb-ft of torque, there’s also a new hybrid option, which bumps the output up to 326 horsepower and 465 lb-ft of torque. Seriously, that is considerably more shove than the old 4.0-liter V6 managed, reliable workhorse though it certainly was. Fuel economy isn’t that much better than the gas-only version when you put it in an absolute unit of an SUV like this, though, so we don’t think you need to get into the hybrid to have a decent experience. Sure, the four-pot doesn’t sound particularly nice (most don’t, sadly)…but the V6 was no prize either in that department.

What about the look, the interior and the cost, though?

The engine is just one facet of the, let’s say “skepticism”, toward the new 4Runner. It’s relatively unproven as the situation stands right now, but it’s been in other Toyota/Lexus products for nearly half a decade, with hundreds of thousands of units on the road and no catastrophic horror stories to speak of (unlike the larger 3.5-liter twin-turbo V6, which has been a “yikes” moment for Toyota).

Generally speaking, there’s just a whole lot of new with this 2025 Toyota 4Runner. And that cuts both ways, offering something different than what we’ve seen lo these many years with the fifth-gen, while potentially alienating folks who don’t want a night-and-day evolution from the previous models. After all, the fourth-gen 4Runner also used the same powertrain and had a similar kind of vibe to at least the early, pre-facelift fifth-gens.

This new 4Runner rides on the same TNGA-F platform as Toyotas other modern SUVs and trucks, and in styling terms smacks a lot closer to the new Tacoma truck, while previous generations fell closer to the overseas Land Cruiser Prado and Hilux models. That may be a clincher or a deal-breaker, depending on whether you like the new Tacoma. As far as the interior goes, the new 4Runner is just as comfortable and more advanced than the old model as far as materials, technology and ergonomics are concerned.

One major down side to all this new? The price. More folks could probably tolerate driving their new four-cylinder 4Runner if prices started in the $30,000s — but that’s not the reality we live in. Instead, the new 4Runner SR5 starts at $42,220, and Toyota does skimp on some nicer options (like a bigger infotainment screen, for example), that will constantly scream that you don’t have the nicer set of available equipment. And if you opt for a wider feature set, you have to move into something like the TRD Off-Road Premium we have here, which set us back a whopping $58,318…and that’s without the hybrid powertrain, remember.

The base price is relatively similar to the outgoing model, but things quickly take a turn toward heartburn territory as you move up the trim walk. Even as the daily livability of this 4Runner is dramatically better than before, it’s yet another symbol of just how expensive cars have gotten in 2025…and recent pressures on the market aren’t likely to improve that situation anytime soon.

Check out more of Tommy’s thoughts on the new 4Runner and our ownership experience so far below:

Volvo Teases Its Next-Gen ES90 Electric Sedan Before the Full March Debut

Volvo will fully reveal the upcoming ES90 on March 5.

While some automakers are dialing back their electrification plans, Volvo is moving ahead with its plan to launch a full range of battery-electric vehicles. On the SUV side, the automaker’s flagship is the new EX90, while it also markets the smaller and more affordable EX40, EC40 and EX30 models alongside its three-row family hauler. It even launched the electric EM90 minivan in China. Now the next car is almost upon us, as Volvo teased its ES90 sedan Thursday, before the big livestream reveal on Wednesday, March 5.

Its arrival comes after Volvo announced a midsize sedan to follow up the long-running S90, which turns a decade old this year. This new model originally emerged as a successor while the gas-powered S90 would roll off into the sunset. However, again thanks to shifting electrification plans, it seems the company will continue selling the internal combustion car as it rolls out the new ES90, so there will be some overlap. For the electric model, Volvo will use the same SPA2 scalable architecture it uses for the EX90 (and the Polestar 3, for that matter), complete with the same 111-kWh battery pack.

Volvo isn’t focusing quite so much on the nuts and bolts (or electric motors) of its new S90 with today’s announcement, though. Instead, it’s teasing the car’s “Superset” technology stack, which defines its hardware and software modules as the automaker moves toward a single vehicle architecture with software signifying the experience, rather than necessarily the powertrains or other platform distinctions.

The company says that this single set of hardware and software modules will underpin all its upcoming electric cars, and will enable more efficient safety, technology and performance updates over-the-air. Volvo also mentions it can improve each car in its lineup simultaneously, so whatever software tweak it makes to the EX90 can also roll out to the ES90, and so on. While the hardware is rolling out to ES90 first on the company’s production lines, Volvo says existing EX90 customers will also get their cars upgraded free of charge with the new Superset tech stack modules.

While it emphasizes software as the “primary driver of innovation and value creation for our customers,” developing across a single platform and single software apparatus also drives down development-related costs, which is always welcome news for shareholders. Within the past year, Volvo Cars’ stock on the Nasdaq Stockholm exchange has lost 36% of its value, so we’ll have to see whether the ES90’s debut, and its new software-first approach, impresses investors. (As a side note, Volvo Group as a whole, which includes its truck and bus division, is having a much better time: Its stock is up about 20% year-over-year.)

Kia Previews Yet Another Futuristic EV: Meet the Production-Ready PV5 Van

Kia is pitching the PV5 and its new platform as a game-changer.

While Kia did give us some insight into its new “Platform Beyond Vehicle” (PBV) architecture, it was through more outlandish concepts like the Weekendr. Now, we’re getting a proper look at the exterior design for the PV5 passenger van — just one of three models (including the small PV1 and larger PV7) the automaker originally announced at least year’s CES in Las Vegas.

We’re seeing some evolution from those original concepts, as Kia unveiled the PV5’s exterior design ahead of its global premiere. Beyond that, this van will go into production in both passenger and cargo variants, much like the Volkswagen ID.Buzz. The PV5 will, in time, be joined by other models in the range, which the company will debut next week during its EV Day. Ahead of that, though, it insists different configurations of the Kia PV5 will “fulfill the diverse needs of a broad customer base by providing unprecedented flexibility and customization through innovative modularity.”

What exactly does that mean? At the moment, some of that sentiment is left open to interpretation (like actual technical specifications, for example). Global design head Karim Habib notes the PV5 continues the brand’s “Opposites United” design ethos, which as a design language has resulted in its funky and futuristic-looking designs from the EV6 and EV9 to everyday sedans like the K5 and K4.

Today’s announcement focuses exclusively on the exterior design, from the snub-nosed front end to the upright running lights and the flat-sided flanks and rear end. The overall shape not only works toward a practical purpose with regard to passenger and cargo space, but it also leans into the fashionable “modular” configuration — a buzz word for scaling a vehicle (particularly an EV) up or down in a relatively easy and cost-effective way. Features like the front-end design and rear-end length past the C-pillar might change, but the general profile including the wheelbase can largely remain the same between models using this production method.

Thanks to some geometric shapes in the bodywork, wheel arches and wheels, the Kia PV5 maintains some level of familiarity with the brand’s electric SUVs, while offering the automaker an opportunity to strike out from what it’s largely done over the past couple decades — small cars and a range of sport utility models — toward something a bit different. Adding in the cargo variant, which will lack the rear glass canopy of the passenger models, is an effort to broaden the PBV platform’s appeal beyond retail customers and into the commercial sphere.

Of course, doing that pitches the Kia EV5 right into the mix of currently available electric vans like the aforementioned ID.Buzz (and the Ford E-Transit as well as the Rivian RCV, Mercedes-Benz eSprinter and Ram ProMaster EV on the cargo side). Whether it will actually gain a foothold depends not only on the public’s willingness to accept its unconventional styling, but also its inevitable price tag, and Kia obviously isn’t sharing that crucial figure just yet.

Hopefully we’ll know more in the coming week, but this gives us a slightly clearer idea of what to expect from that original CES announcement moving forward. In the meantime, check out Roman and Andre’s experience with the PV5-based Weekendr concept below:

Latest Videos

Latest Reviews

Latest News

2025 Volkswagen Golf R

We Could Soon Get a Five-Cylinder Powered Volkswagen Golf R, Thanks...

1
Some exciting potential news for hot hatch fans: VW could be working on a more powerful Golf R with the Audi RS3's five-cylinder engine to launch in 2027.

Latest Views

Ask Nathan: Will Chrysler Build the Pacifica Grizzly Peak and Small...

0
In this week’s Ask Nathan: Will the Chrysler Pacifica Grizzly Peak Concept make it to production? When will we see other small pickups that compete...