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Ask Nathan: Next Generation Toyota Tacoma, Future Mini Mini Van and You Do You?

By
Nathan Adlen
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This is not the next generation Toyota Tacoma – it’s a modified Toyota Hilux, but it looks badass. (Image: Toyota)

In this week’s Ask Nathan:

  • Next generation Toyota Tacoma?
  • The futuristic Mini Minivan?
  • You keep doing you…
Image: Toyota

The first question comes from a Nissan fan who is curious about the next generation Toyota Tacoma.

Q:  (Via: Twitter@NathanAdlen) What do you think the future Toyota Tacoma will be like?

They have to update it significantly. The 2021 Nissan Frontier will undoubtedly be superior in every way.

I wonder how Toyota will respond.

— Titan Log

Image: Toyota

A: Thanks for reaching out!

We are all holding our breath to see what Toyota will do, but it may be a longer wait than we anticipated. Based on this report, we know that the next generation Toyota Tacoma will have an all-new platform. This platform is known as the “F1” and it is supposed to not only underpin the Tundra. It is a modular platform that will cover most, if not all Toyota’s frame-based vehicles. That covers Sequoia, 4Runner, Land Cruiser, Tundra and Tacoma. That’s about all we have that’s somewhat concrete.

Sure, there are a ton of rumors, some are downright hard to believe. Based on facts and lots of (moderately educated) conjecture, here’s some potential directions Toyota could go:

Power:

If the next generation Toyota Tacoma intends to take on the next generation Nissan Frontier, it has to have a significant drivetrain upgrade. The brand-new Nissan 3.8-liter V6 makes 310 horsepower and 281 lb-ft of torque. It’s paired solely with a nine-speed automatic transmission. From our initial tests with the new engine in the old platform, the Nissan Frontier’s powertrain is beefy, and it’s pretty efficient too.

Toyota is always practical and pragmatic, they may try to do updates with off-the-shelf parts. Will Toyota beef up their V6? Is there a chance they may go the hybrid route and use a variant of the Lexus 3.5-liter V6 hybrid powertrain? That powertrain makes 354-hp combined and is very efficient. They also build a 241-hp turbo four-cylinder engine. Both of these engines work with a rear-drive setup.

One email I received was from a huge Toyota fan who insisted the automaker is so committed to PHEVs that they will build a plug-in hybrid version of the Tacoma. Perhaps he’s thinking of something that could compete with the Jeep Wrangler 4xe?

Some rumors out there state that the current V6 will be significantly upgraded and gain higher output. Right now, the 3.5-liter V6 produces 278-hp and 265 lb-ft of torque. Many feel that the base model 159-hp, 2.7-liter inline-4 will not make it into the next generation Tacoma.

Transmission:

Sadly, the trend for automakers (including Nissan) are pulling manual transmissions from pickup trucks. Toyota and Jeep are the only automakers in the U.S. to sell midsize pickup trucks with a manual option. That may change in the future as only a small percentage of pickups are sold as a stick-shift.

Like Nissan, Toyota may move to a more complex transmission throughout their truck lineup. They have an eight-speed transmission that Lexus uses. It is rumored to have spawned a spin-off that may see use in trucks, including the Tacoma.

Body and interior

It’s a good bet that Toyota is looking at improving one of their most complained about issues – interior space. Right now, the Tacoma is considered less comfortable and accommodating than their competitors. Many larger owners want a more compliant seating position, more headroom and more passenger space.

Interior quality also trails competitors. I featured the new Toyota Hilux, which is for overseas consumers only, as a potential direction for the next generation Toyota Tacoma. It has a better interior and has recently been updated. Perhaps the next Tacoma will share some of the Hilux’s design?

Toyota has made minor improvements over the years, but many fans are getting restless for a real change. Simply upgrading headlights or coming out with a new trim beauty package will not satisfy all consumers. In fact, some are feeling that Toyota is being coy about their changes.

Considering the serious challenge Ford is mounting with their Ranger, Nissan’s upcoming Frontier and new-comers that are slated to hit the market, Toyota needs to make a move.

We’ll see what happens.

— N

The next question comes from a fan who loves the Mini Mini Van concept.

Q: (Paraphrased from a conversation with my kid’s friend’s mother). “Did you see that Mini minivan? It’s SO cute!

I was looking through Google the other day and hoping to find a fun minivan in the future. This Mini (Mini Vision Urbanaut Concept). I also saw a cool looking VW minivan that’s coming (VW ID Buzz). What’s up with that Mini minivan?

— M. K.

A: Thanks for asking.

This Mini Urbanaut Concept is simply a design exercise, one that explores the possibilities of autonomous electric vehicles (EVs), with a hint of personality. In this case, this tiny van is meant to add personality to your commute. It has multi-configurable seating surfaces, so you can convert seats to a day-bed. The front windshield pops open (when parked) for an open air experience, when activated. Wheels and headlights change color to tell those on the outside how chill, or irate you are.

I guess there will be a lot of red in Los Angeles.

The point of this concept is to showcase what’s on Mini’s mind, not necessarily a production vehicle. Still, some of this tech and design elements could influence future vehicles.

Cheers!

The last question comes from a viewer who hopes TFL maintains their own identity.

Q: Hi Nathan. I wish this was a good email, but it’s one filled with concern about your team.

I noticed a while back that your whole organization did a one eighty and began saturating YouTube with tons of channels. That was okay, I mean I get the reason to expand your brand. You now have more channels than any other video reviewer. It can be confusing, but I see why you separated things like off road toys and motorcycles into their own channels.

I AM CONCERNED THAT YOU GUYS ARE STARTING TO ACT LIKE OTHER OBNOXIOUS REVIEWERS!! I am totally seeing stuff like Doug DeMuro, Scotty Kilmer and even Supercar Blondie. DON’T BE LIKE THEM PLEASE! You guys have your own way that we like. There are SO MANY fakes on YouTube who copy and follow you guys too. Don’t be like them either! If you change things we like to be more like someone else you will hurt your viewership.

PLEASE. YOU BE YOU and NO ONE ELSE!

  • Mark

A: Thanks for the email.

First of all, thank you for keeping an eye on us and our ever-changing content. We truly appreciate our viewers and we take your opinions seriously. Especially because you’re stationed on one of the most powerful aircraft carriers on the planet…

Kidding.

There are times where we try to shuffle the deck a little bit. We definitely try to maintain our independence, but there are times when we cover the same territory as some of our competitors. Please understand that we have seven channels on YouTube that need daily and weekly content. Sometimes, we try a fresh approach to a video, just to see what will happen. It doesn’t always work.

Fortunately, we do read our comments and emails. When the consensus of viewers agree that something was good – or bad, we listen and we make changes. Sometimes, our competitors see these changes and they make changes too.

It’s difficult to predict what viewers will gravitate towards. You see, we want to inform and entertain. In some cases, we’ll just bring viewers the news, in other cases, we’ll take them on an adventure. It depends on the vehicle, the time of year and audience interest – among other things. Without input from viewers like you, I’m sure we would have become irreverent years ago.

Just like Colorado weather, if you want to see TFL Studios change – just wait a few minutes.

We are always trying to do something fresh, while maintaining the quality and content you guys love. If you feel we’re heading off track, let us know. Just like Mark did.

Thanks Mark, I’ll tell the boys.

Promise.

— N

Speaking of old one of many of our new channels…

2020 Jaguar I-Pace EV Revisited: Is It Still A Relevant Option?

By
Derek Mau
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2020 Jaguar I-PACE
2020 Jaguar I-PACE (Photos: TFLcar)
ProsCons
✓ Fast☓ Can get expensive quickly
✓ Suave exterior design☓ Iffy infotainment software
✓ Decent space for passengers/cargo☓ Less range than a Tesla Model Y

In the fast-evolving world of electric vehicles, is the Jaguar I-Pace still relevant?

Since its debut in 2018, the Jaguar I-Pace has been the talk of the town, and in its short history, collected over 60 world-class awards. Notably, it was bestowed Design Car of the Year, Green Car of the Year, and was the first EV recognized as the World Car of the Year.

However, technology moves faster than a Porsche Taycan, and competition from the German rivals is heating up. With each new EV model release, there are battery improvements and efficiency gains in the supporting systems. Correspondingly, range anxiety becomes less of a boundary when looking at battery electric vehicles. Touting a range of 234 miles, is the I-PACE still relevant among its premium EV peers heading into 2021?

  • digital instrument display of 2020 Jaguar I-PACE
  • infotainment touchscreen of 2020 Jaguar I-PACE
  • cockpit of 2020 Jaguar I-PACE

2020 Jaguar I-Pace: By the numbers

The Jaguar I-Pace uses two concentric electric motors, one on each axle, for permanent all-wheel drive. 394 horsepower and 513 pound-feet of torque are directed through a single-speed transmission. Zero to sixty miles per hour ticks by in 4.5 seconds.

The thermally controlled 90 kWh lithium-ion battery can carry the EV crossover an EPA-estimated 234 miles. An available software update announced last December squeezes an additional eight percent dependent on usage, which amounts to an unofficial extra 12 miles of range.

This software update isn’t limited to 2020 and newer models. Existing customers can visit their Jaguar dealer to receive the complimentary Software-Over-The-Air (SOTA) update. No hardware changes are necessary to achieve the gains from the new algorithm.

=

Dressing to impress

In this author’s opinion, the I-Pace looks modern and classy, fresh and unconventional—without being flashy. Commensurate with its British roots, the beauty of Jaguar’s crossover isn’t bodacious or as sassy as the Lamborghini Urus. Nevertheless, the I-Pace has a prominent, square-jawed grille reminiscent of the XJ.

Stand back a few feet and notice that the overall proportions are pleasing to the eye. The curtailed nose brings the front wheels forward with it, and the arcing beltline raises the visual drama. Follow the curvature of the hood line, and the wheel arches flow effortlessly into cowled headlamps. The 20-inch wheels boost its swagger and stature, while design details, such as the vented hood and flush door handles, raise its design quotient.

A thrill to drive

It’s hard to describe how you feel in the presence of this car. Only when you get behind the wheel and truly experience the road beneath you, do you comprehend the thrill that comes with piloting one of the best performance EV crossovers available today.

Lean into the go pedal, and the linear power delivery tickles the central nervous system; you’re never caught in the wrong gear, never waiting for peak power to arrive, and always ready to answer the call for more, whether waiting at the lights or cruising at 70.

  • rear cargo area of 2020 Jaguar I-PACE
  • gravel bike loaded into 2020 Jaguar I-PACE
    Gravel bike fits without having to remove the wheels
  • 2nd row seats folded down 2020 Jaguar I-PACE
    2nd-row seats do not lay flat when folded
  • interior of 2020 Jaguar I-PACE

Acceleration is deliberate, not in a wild frenzy of gratuitous wheelspin, but in a measured, insistent manner that comes from having genuinely awesome torque on-tap at modest throttle openings.

In many ways, it feels too easy piloting a two-ton, all-electric crossover.

Once on a familiar stretch of tarmac, it soon becomes clear that the steering has surprisingly manageable weight and an encouraging feeling of connection. The chassis dynamics continually send feedback, at the same time, delighting the senses.

A rewarding option

The I-Pace isn’t for everyone—as its premium price point reminds us. At the same time, it’s truly an established and exceptional all-electric crossover you’ll honestly want to own. Notwithstanding, it has exuberant power, ample space for passengers and cargo, an elegant luxury feel, and a comfortable range that delivers oodles of driving enjoyment throughout the year.

2020 Jaguar I-Pace Specs:

2020 Jaguar I-PACE EV400 HSE
MSRP $80,900
Price as tested $84,276
Battery 90 kWh li-ion
Range 234 miles
Energy efficiency EPA-estimated 76 MPGe
Motor 150 KW
Power 394 hp
Torque (front+rear electric motors) 512 lb-ft
0 – 60 mph 4.5 sec
Top speed 124 mph
Onboard charger 7.2 kW
Drivetrain layout all-wheel drive
Transmission Automatic / single-speed
Drive modes Eco, Normal, Sport
Front suspension Double wishbone
Rear suspension Integral link
Wheels 20-inch aluminum alloy
Tires 245/50R20
Seating capacity 5 passengers
Wheelbase 117.7 in.
Length x width x height 184.3 x 79.2 x 61.3 in.
Ground clearance 7.5 – 11.0 in.
Drag coefficient 0.29
Passenger volume 0.0 ft3
Front legroom 40.9 in.
Rear legroom 35.0 in.
Frunk volume 0.95 ft3
Cargo volume behind 2nd row seats 25.3 ft3
Maximum cargo volume 51.0 ft3
Weight 4,784 lbs.
AC charge time 10.1 hr > 80% @ 230V/32A (7kW)
DC charging time 85 min. > 80% @ 50 kW

Report: Volkswagen’s Passat Will Die (In The U.S.) In 2023

By
Zach Butler
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2020 Volkswagen Passat
The current Passat will reportedly live on through 2023, but will cease production afterward. (Photos: Volkswagen)

Quick question: When is the last time you saw a brand new Volkswagen Passat in the wild? You may have seen a few fleet vehicles, but it’s no secret Volkswagen’s flagship sedan is anything but a hot seller these days. In fact, it’s largely been supplanted by the Volkswagen Atlas SUV (and to some extent, the Tiguan). Crossovers reign supreme on American roads, so much so that VW aims to expand production at its Chattanooga, Tennessee plant. In addition to the Atlas and Atlas Cross Sport, the company will ramp up production of the all-electric ID. 4 in two years’ time.

As the ID.4 hits the scene, the old guard Passat will bow out of the U.S. market if information from Wards Auto plays out as reported. For reference, the sedan (and its occasional wagon variants) have been sold here since 1982.

2020 Volkswagen Passat

“We’ve made a decision to cancel the Passat for the U.S.,” said Volkswagen brand CEO Ralf Brandstätter. “The sales trend is very firmly in favor of SUV models, as indicated by the success of the Atlas.” We were curious how VW would sell the next-generation model here, but the simple answer seems to be they won’t. To be clear, Volkswagen is (as far as we know) still working on a new Passat in 2023 for global markets. That car will migrate to an updated version of the MQB platform.

The Passat’s most immediate replacement, the ID.4, will arrive on our shores from Zwickau, Germany next year. From there, production will ramp up at Chattanooga for the model by 2022.

2021 Mazda3 Turbo Review: Seriously, Don’t Call It A “Mazdaspeed3”

By
Zach Butler
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2021 Mazda3 Turbo
(Photos: Mazda)

2021 Mazda3 Turbo Overview

ProsCons
✓ More power (finally)☓ Doesn’t really have a “hot hatch” vibe
✓ Fantastic AWD handling☓ Can get pricey (at least if you cross-shop mainstream rivals)
✓ Elegant look and feel

After years of wishful thinking, hope and anticipation, the 2021 Mazda3 Turbo finally brings one thing the last two generations have seriously needed: a bit more oomph. The name more or less says it all: Like Mazda’s other models, the Mazda3 now has a turbocharged 2.5-liter engine as an option. Provided you use premium fuel, you can now get 250 horsepower and 320 lb-ft of torque. Engineers reconfigured the powertrain to fit in the smaller car’s engine bay and retain its all-wheel drive system, while coupling the power boost with more refined styling and materials that debuted with this fourth-generation model.

What this car isn’t, though, is a new Mazdaspeed3.

Mazda itself has been the first to mention that. They were deliberate in naming this the “Mazda3 Turbo”. What’s more, the car represents the company’s intentions to punch above its weight with luxury cars. It’s not, as you may believe at first glance, a hot hatch alternative to, say, a Hyundai Veloster N or Volkswagen Golf GTI. Instead, we’re looking at a respectably elegant alternative to the Mercedes-Benz A-Class, Audi A3 and BMW 2 Series Gran Coupe. Unlike all those options (at least in the U.S.), you can spec your Mazda3 Turbo as a hatchback, in addition to the sedan.

Performance

In my last Mazda3 review, the SkyActiv-G engine is the one thing I criticized most. It’s not a bad engine, but I took more of a “been there, done that” approach to it, and it didn’t even feel as rev-happy or responsive as it did in the last-generation car. I wanted something different. SkyActiv-X is still MIA, but if that didn’t happen I, and other Mazda enthusiasts, wanted the automaker to at least fit the turbocharged engine. Happily, doing the later does improve the situation significantly.

The 2021 Mazda3 Turbo does what most turbocharged engines don’t. It offers linear power delivery (or as close as you can get) across the entire rev range. That 320 lb-ft of torque is accessible early on — further refining the around-town driving experience — while still offering a satisfying surge as you climb toward the rev limit. Yes, it does still have a six-speed automatic transmission, and that may seem odd given its main rivals sport at least eight forward gears. However, Mazda’s powertrain engineers have stuck with it for the time being as a balance between power delivery and fuel economy. The latter could improve with more gears, but you also don’t want the car to feel anemic or go hunting for gears depending on the situation.

Granted, that transmission architecture is showing its age. Drive it around normally (i.e. out of Sport mode), and shifts can be a bit sluggish. Sport mode changes the mapping to make things more snappy, but then the car tends to hang onto lower gears. That in turn hurts the relaxed, refined experience Mazda is going for. It also hurts fuel economy.

Speaking of fuel economy

On that subject, the 2021 Mazda3 Turbo doesn’t take a huge hit from forced induction. The sedan manages 23 City / 32 Highway / 27 Combined mpg. As for the hatchback, you get 23 City / 31 Highway / 26 Combined mpg — figures which are only 1-2 mpg off the naturally-aspirated model.

You won’t unstick this car

Like the naturally-aspirated Mazda3, the 2021 Mazda3 Turbo sticks with all-wheel drive. That’s the only way you can have the more powerful engine, so you’re out of luck if you wanted either front-wheel drive or a manual transmission to channel the old Mazdaspeed3. Mazda did beef up the 3’s rear differential mount to handle the extra torque, and the i-Activ system constantly monitors load on all four corners to determine where the best contact patch is, and route power accordingly. You feel it when you push the car into a corner: The system sends power rearward as you load up the rear tires, then shifts it back to the front to pull the car straight again as you exit.

In short, the system kept the car planted, even as I pushed it. I hit my limit on bravery (or talent, for sake of argument) before hearing an inordinate amount of tire squeal with the traction control off. This car is almost completely neutral through the corners, so it does provide confidence in everyday situations. On the other hand, because it’s so planted, it wasn’t anywhere in the same zip code as a frisky hot hatch. Again, old Mazdaspeed 3 with its crazy torque steer and skittish handling this is not.

The 2021 Mazda3 Turbo does share its suspension components with the standard car. That means a torsion beam rear axle, which does sting a bit when you know a truly independent would make the handling that much better. In practice, I didn’t feel that was a significant compromise, particularly thanks to G-Vectoring Control. That system uses the brakes and can reduce power to optimize vertical load when turning into a corner. It’s meant to smoothen out cornering to provide linear steering feel so the car doesn’t feel skittish. G-Vectoring Control is subtle, but it does its work so the car feels compliant.

Comfort and Convenience

If you were impressed by the normal Mazda3’s interior layout and materials, then your opinion won’t change here. The 2021 Mazda3 Turbo uses the same interior layout, with a few upscale touches for good measure. After all, this more potent version starts at $30,845 for the sedan. Mazda’s been on a roll with their interiors, and this model is certainly no exception. The seats are a bit firm (as is the ride). However, it’s more supportive than uncomfortable, and all the controls fall easily to hand.

The gauge layout is understandable, even if it’s not a flashy, fully-digital affair.

You can access the menus on the 8.8-inch infotainment display through the command dial and adjacent buttons. Really, not having touchscreen accessibility is a minor loss, as this second-generation MazdaConnect system is a vast improvement in terms of intuitive layout and responsiveness. What’s even better, Mazda actually did something about the 360-degree camera system. That was a serious gripe I had in all their late 2010’s models, including the Mazda6 and 2019-2020 Mazda3s. Mazda stuck to a mixed analog and digital gauge cluster, as well. It may look a bit underrated compared to its luxury rivals, but it also doesn’t bombard you with information. Everything is clearly understandable, although I still don’t understand why there’s an analog and digital fuel gauge right next to each other.

In terms of equipment, you get a sunroof, dual-zone climate control, lane keep assist, automatic headlights, automatic emergency braking and blind spot monitoring as standard. As with the normal car, Apple CarPlay and Android Auto are a given here, as well. The Premium Plus Package tacks another $2,550 onto the price, but adds a rear lip spoiler, front and rear parking sensors, that 360-degree camera, rear Smart Brake support, baked-in navigation, Traffic Sign Recognition, Traffic Jam Assist, leather-trimmed sport seats and a frameless rearview mirror.

Otherwise, the interior of the 2021 Mazda3 Turbo remains virtually identical to its standard counterpart. Again, you do have the option of a sedan or hatchback, with the practicality ramifications that choice brings.

2021 Mazda3 Turbo

Verdict: As an enthusiast I’m sad, but…

Make no mistake — the 2021 Mazda3 Turbo is a good car. It’s now satisfyingly quick, it looks great and the interior is actually better than anything the Germans manage at their entry-level price points. As an alternative to the luxury cars it’s gunning for, it’s pretty much impossible to fault. Getting better performance at a lower price point seriously helps its case, and if you’re on the fence, I’ll make it simple for you: Just buy one.

As a current Mazda owner, I almost, almost want to pull the trigger on this one. It’s just…I adore the Mazdaspeed3, for all its faults. That car says fun hot hatch, and this just doesn’t. That’s all right — I know that’s not what Mazda’s aiming for here. Strictly speaking as a hot hatch lover, though, this didn’t give me the fizz I hoped for in all those years of anticipation.

So, on that basis, if I can’t have my hot hatch I’m going to shop with my sensible hat on. As such, I would probably wait for the Mazda3-based CX-30 Turbo to arrive. That offers a bit more crossover practicality. The Mazda3 is still a better looking car and a better handling prospect, but I’ll admit my perspective is a bit skewed by my inability to fully accept what Mazda is now versus what it used to be. Take that for what you will, and if you’re looking for a luxury experience for thousands less than the conventional go-to cars offer, then by all means pick up a Mazda3 Turbo.

2021 Mazda3 Turbo (Hatchback) Specs:

Base Price:$31,845 (including destination)
As tested:$36,795
Engine2.5-liter turbocharged I-4
Horsepower:250 horsepower (on 93 octane fuel)
227 horsepower (on 87 octane fuel)
Torque:320 lb-ft (on 93 octane fuel)
310 lb-ft (on 87 octane fuel)
Transmission:6-speed automatic
Fuel economy
(EPA/Observed):		23 City / 31 Highway / 26 Combined MPG
Drivetrain layout:Front-engine, all-wheel drive
Suspension:Front: Independent MacPherson strut
Rear: Torsion beam axle
Brakes:Front: 11.61-inch vented discs
Rear: 10.43-inch solid discs
Dimensions (L x W x H):175.6 x 70.7 x 56.7 inches
Wheelbase:107.3 inches
Ground clearance:5.5 inches
Passengers:5
Legroom (F/R):42.3 in. / 35.1 in.
Headroom (F/R):37.5 in. / 36.5 in.
Passenger volume:92.7 cubic feet
Cargo volume:20.1 cubic feet (seats up); 47.1 cubic feet (seats folded)
Curb weight:3,261 pounds

Ask TFL: What Will The 2021 Jeep Wrangler Rubicon 392 Cost? One Owner’s Buying Experience

By
Zach Butler
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2021 Jeep Wrangler Rubicon 392
Official pricing isn’t available for the 2021 Jeep Wrangler 392 yet, but we suspect it will be the most expensive version. (Photos: Jeep)

A TFL reader wrote to us to describe his experience ordering a Jeep Wrangler Rubicon 392.

UPDATE 11/23/2020: Several more of you have reached out to us (many thanks!), and offered more insight on pricing. Most dealers’ estimates are putting the Wrangler Rubicon 392 in the $70,000 – $80,000 range depending on options. Now that multiple buyers have e-mailed their order sheets and their dealer experiences, we’re more comfortable with that estimate and will post another update when FCA actually confirms pricing.

Earlier this week, the 2021 Jeep Wrangler Rubicon 392 debuted as the most powerful — and likely the most expensive — Wrangler you’ll be able to buy. Now, FCA did not announce official pricing. But stuff your largest engine into a vehicle that already, at the top end, costs over $60,000? This Wrangler will pack a wallop on your wallet, and one TFL reader’s experience with their dealer backs that up.

The story so far: More details

For a bit of context: The reader ordered their 2021 Jeep Wrangler Rubicon 392 through a Midwest Chrysler Jeep Dodge dealer today, November 19. According to the order sheet (which mainly contains personal information, so we won’t post it here), FCA limited the options here. Mind you, this Wrangler is already at the top of the lineup, so most equipment already comes standard. That includes the 470 horsepower 6.4-liter V-8, an 8-speed automatic, plus all the Rubicon trimmings, bronze touches and beadlock wheels. For more details on that, check out my reveal post or the video below.

What the reader was able to pick, though, were options like the Dual Tops Group, the Towing Package, and a “Dual Doors” group. On that last one, the Wrangler Rubicon 392 has the option of half-doors, on top of the standard full-size ones. FCA officially announced the half-doors would be available from the Jeep Performance Parts catalog. Jeep’s trail camera (a forward-facing camera) is also an option.

The upshot? Their dealer the dealer told them “several times” the Jeep Wrangler Rubicon 392 would run somewhere in the $75,000 – $80,000 range. Those numbers are not official, by any means, but they do lend perspective to what we thought at the reveal.

Here’s what the reader had to say

There were quite a few nuggets of information in the e-mail we just received. Here’s the entire quote:

I was offered an allocation from the dealer that i have done a lot of business with, I did place an order and submit a deposit. They have no official pricing but was told several times $75,000 to $80,000. I was only offered a few options, Towing package, Dual tops (comes STD with painted hard top), Dual Doors (not official but estimated $4-5K) half and normal, Trail camera, Power top not currently order able but should be later. Many Mopar accessories are available.

I was told pricing would be confirmed in the beginning of January. The dealer believes that vehicles should be on the lot not long after that.

I was warned that Mopar accessories even if just placed in the Jeep like mats or sun bonnet tops would greatly delay the build. Production numbers for 2021 seem to be low possibly lower than Demon production, going off of allocations per region. I am attaching my order and standard option list that they sent me.

Are you planning to order a Rubicon 392?

The production number point is a particularly interesting piece of information. FCA has not confirmed an exact number, though it stands to reason they’re playing this one cautiously. After all, how many people are really going to spend upward of $75,000 on a factory-spec Wrangler? Even two years ago, $60,000 was a tough pill to swallow as the JL revealed itself to the world.

With enthusiast-focused, high-performance variants — looking at you, Dodge Durango Hellcat — only a few have the wherewithal and desire to shell out that kind of cash. If you are one of those folks, though, let us know if you have any more information in the comments below, or shoot an e-mail to info@tflcar.com.

News: Morgan Sends Off Its Quirky 3 Wheeler With 33 Limited Edition ‘P101’ Units

By
Nathan Adlen
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Morgan 3 Wheeler P101
A limited edition Morgan 3 Wheeler P101. (Photos: Morgan)

After a nine-year run, the Morgan 3 Wheeler will end production

The Morgan 3 Wheeler was one of the automaker’s more popular offerings. Since 2011, 2,500 have been built, and that’s a fair number, because Morgan is a very small automaker. As of 2021, the Morgan 3 Wheeler will cease production. To send it off, the British boutique automaker will produce 33 limited edition P101 models. These 33 vehicles will have unique liveries, design elements and cosmetic enhancements. Morgan says they will be available in four ‘art pack’ variants.

Morgan 3 Wheeler P101

P101 Art Packs

The Belly Tank – Referencing liveries found on belly tank racers and ‘lakesters.’ Because they were inspirations for the 3 Wheeler initially, The Belly Tank graphic pack features a distressed effect in the vinyl. 

The Dazzleship: (vehicle shown in photography/video) Inspired by WWII combat ships.

The Aviator: Inspired by nose art found on RAF planes in WWII.

The Race Car: The Race Car graphic pack features stripes and roundels, paying homage to the liveries that adorned early Morgan race cars.

Just like the previous Morgan 3 Wheelers, the P101 will have an 82 horsepower, S&S 1998cc V twin engine. Power is fed to the single rear wheel via a Mazda-sourced five-speed manual transmission. The power may seem low for a sports car, but the Morgan can run 0 to 60 mph in less than six-seconds. It also gets 30 mpg.

According to Morgan, the P101 is priced from £45,000 plus local market taxes and on-the-road costs. That’s about $59,500 USD, and – yes – the Morgan P101 3 Wheeler will be available in the United States.

A word on 3 Wheeler production ending

“Production of the most recent 3 Wheeler has been a thrilling and exciting chapter in Morgan’s history. The significance of the original 3 Wheeler is undoubted, however the introduction of the ‘current’ 3 Wheeler in 2011 proved to Morgan, and the world, that fun cars still have a place and that the ‘why not’ attitude is sometimes best. The P101 celebrates the raw and stripped back nature of the 3 Wheeler, and provides us with the perfect opportunity to draw an incredible chapter of Morgan’s history to a close. Once the 33 examples have been created, the opportunity for an exciting new chapter for three-wheeled Morgan vehicles begins.”

Steve Morris, Chairman & CEO, Morgan Motor Company
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News: The Cadillac Lyriq Will Officially Launch In Early 2022 — Nine Months Ahead Of Schedule

By
Zach Butler
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General Motors CEO Mary Barra said Thursday the Cadillac Lyriq EV would arrive nine months sooner than the company originally planned. In remarks at the Barclays Global Automotive Conference, she noted GM would increase its investment in electric platforms, vehicles and autonomous technology to $27 billion through 2025. One beneficiary of that investment will be the Lyriq, which is now slated to launch in early 2022, rather than 2023.

“We are transitioning to an all-electric portfolio from a position of strength and we’re focused on growth,” she said. “We can accelerate our EV plans because we are rapidly building a competitive advantage in batteries, software, vehicle integration, manufacturing and customer experience.” In total, GM plans to launch 30 new EV models in the next five years. Two-thirds of those models will go on sale in North America, stretching across all GM brands at several different price points. The company also announced a 3,000-strong hiring wave of electrical and software engineers to develop vehicles built around its upcoming “Ultium” platform.

GM’s accelerates EV plans across brands

Naturally, General Motors’ Thursday announcement doesn’t strictly focus on the Lyriq. What’s noteworthy with that car, in particular, is the accelerated time schedule. To that end, the automaker said it would move up its development and production schedule for a dozen upcoming vehicles. That includes the much-hyped GMC Hummer EV. Three other Ultium-based GMC variants will emerge, including another EV pickup. With the Hummer’s imminent arrival, it’s unclear whether that means a Sierra-based EV. They could launch a smaller Canyon-sized variant, or something completely new.

Cadillac will launch four EVs on an accelerated schedule (including the Lyriq). GM mentioned four Chevrolets on the list, including a pickup (again, possibly an electric Silverado) and a compact crossover. At this point, we know two of those EVs could likely be the Bolt hatchback and Bolt EUV. Buick will also join the others with two Ultium-based EVs. GM doesn’t specify what type of vehicles these are. Buick’s vehicles will most likely be crossovers, since that’s what the Buick brand as a whole comprises now.

Thanks to the Hummer EV’s lightning-fast 26-month development cycle, General Motors says it has a new benchmark for future vehicles.

Chevrolet Corvette C8 Stingray Review: Answering Your Pre-Purchase Questions

By
Alex Kramer
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(Photos: Norman Woo)

Writing about the new C8 Corvette at this point sure seems like an afterthought. What else can I possibly say that hasn’t already been covered in literally thousands of articles, most of them glowing with praise written during the past year? Fortunately, I was able to spend a week with the car. Let me try answering a few remaining questions you might still have:

Is the Corvette truly remarkable? For $60,000, it can’t be that good, can it? 

Yes, it really is exceptional. Not perfect, but competitive with cars costing more than double. Granted, our test car featured the 2LT equipment package as well as the Z51 performance package, along with a few other options, pushing the price tag to $78,265. Nevertheless, the C8 is a massive bargain. I recently spent some time in two $150K+ sports cars, and the Corvette can easily hang with both of them. 

Plus, unlike quite a few high-performance cars, the C8 Corvette is a surprisingly comfortable daily driver. Even without the optional Magnetic Ride Suspension—which, oddly enough, our test car didn’t have—the ride is never punishing. Keep it in tour mode, and you can cruise around all day without breaking a sweat. 

  • cockpit of 2020 Chevrolet C8 Corvette Stingray
  • 2020 chevrolet corvette stingray
  • 6.2L V8 of 2020 Chevrolet Corvette

Ok, fair enough, but some reviews say the C8 has become too docile, losing the edge that Corvettes are known for. So…

Will driving a C8 make me wish for something more engaging?

It would seem silly to say that a car that can launch to 60 mph in under three seconds is docile, but the critics have a point. I can remember driving a C7 ZO6 in the rain a few years ago, and my nerves are still recovering from the experience. Even under optimal conditions, there was always a question of whether the rear end would come around when accelerating out of a corner—and that’s when being careful with the throttle. With the C8, you have to get ham-fisted with the throttle mid-corner to get it to consider stepping the rear out. 

Given all the weight in the middle and massively staggered tires (305 rear, 245 front), the C8 is super stable and predictable. I never noticed the understeer that some have complained about, but I didn’t get to drive it on a track. 

There is ample grip that is easy to exploit for public roads, and even novice drivers will feel comfortable going quite fast. Adrenaline junkies might crave something a bit more raw and visceral, but pick up the pace, and the C8 is plenty engaging. 

But what about the engine?

Behind the driver is the same old 6.2-liter small-block V8 that’s been around forever and can be found in various forms across the Chevy lineup. Isn’t it time for a new motor? 

Before my time with the Corvette, the thought of an outdated engine is something I was honestly concerned about. Not that 495 horsepower is anything to sneeze at, but on paper, the new one doesn’t look competitive. 

Get behind the wheel, however, and you’ll hardly be wishing for some turbos or other fancy tech to squeeze out more horsepower. To my ears, nothing sounds as good as a naturally aspirated V8, and this one resonates with the classic note of a proper V8. If anything, it sounds a bit subdued, considering the engine sits right behind you. Throttle response is also perfectly linear, which is perfect given the absence of all-wheel drive. 

The other key thing to keep in mind is that the engine is only one part of what determines performance. The C8 proves that the transmission is an equally important piece of the puzzle. I know, I know. There’s no manual available, which is a bummer, but the Tremec 8-speed dual-clutch box works brilliantly to put every single ounce of power to the rear wheels. 

It’s not all about power

Launch the car from a standstill, and the transmission will rifle two upshifts before hitting 60 mph. That C7 ZO6 I drove a few years ago could do 60 in first gear. This ultra-short gearing is like gaining several hundred extra horsepower, and with the engine in the middle, it can put the power down efficiently. 

The DCT is the secret to the surprising sub-3 second 0-60 time and is why the C8 will handily beat cars with more power off the line. You do start to notice that you don’t have 600+ ponies to play with at higher speeds, and it can absolutely handle more power, which is where the future ZO6 and ZR1 variants will come into play. 

What about the interior?

Is the interior better than the rental grade stuff found in previous models? 

Yes. Thank heavens the curse of the mediocre GM interior is no longer haunting the Corvette. Materials and craftsmanship are commensurate with the price point, and the design is refreshingly driver-oriented and straightforward. 

  • driver's seat of 2020 Chevrolet C8 Corvette Stingray
  • frunk storage compartment of 2020 Chevrolet Corvette Stingray

Some might quibble with the line of HVAC buttons that are almost like a barrier between driver and passenger, but it makes for a nice clean dashboard. The optional GT2 bucket seats do a superb job of balancing comfort with the level of bolstering you need in a car that can stick in the corners. 

If there is one nit I would pick in the new Corvette, it’s the fact that there isn’t a whole lot of space inside—even for a sports car. I’m all of 5’10,” and it felt rather cozy. Larger occupants will likely feel a bit cramped, which is odd given that the C8 isn’t exactly Miata sized. On the plus side, there is cargo space both in the back and the front, so running to the grocery store didn’t require carrying a gallon of milk in my lap on the way home. 

Any final thoughts on the C8 Corvette?

So, the big question then. “Should I place my order now so I can hope to get one by the end of next year?”

Unfortunately, I’m not in the financial position to make such a decision, but if I were, I’d give it some real thought. From a driver’s perspective, it’s an incredible value proposition. For about the same amount of money as a run-of-the-mill sports sedan, you could get a legitimate mid-engined sports car, instead. And unlike many all-out sports cars, this is one you can easily live with daily. 

I’m not sure I could handle all the attention the C8 invites—and it does attract attention. I can’t remember a single car that I’ve recently reviewed that has garnered so many turned heads. Perhaps it was the overly conspicuous torch red paint on our test car. Still, even in a more muted color, the C8 will have people asking you all day whether it’s any good, or even mistaking it for a McLaren or Ferrari or other exotic. If it’s the attention you crave, I’d put an order in quick before next year’s model is sold out. 

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