The 2021 Honda Ridgeline Is the Answer to Your Chip Shortage Woes

by Gabrielle DeSantis

Everyone’s gotta have a truck. It’s inextricably linked to our identity as Americans for whatever reason. Unfortunately, it’s kind of hard to get a truck, hell, any car right now. The chip shortage has kneecapped new car inventory and ruined production. Thankfully, I found out you can actually buy a 2021 Honda Ridgeline at sticker. There’s your truck.

Is the 2021 Honda Ridgeline a good truck?

Bronze wheels are always a plus | Honda

So, let’s talk about why you should want a 2021 Honda Ridgeline. To save some of you more time-conscious readers the trouble, yes, the 2021 Honda Ridgeline is a good truck. It has been for a long time, and I know that from personal experience. A family member owned one long enough to put 200,000 miles on it. Unfortunately, some pack rats put an end to it.

Now, about the 2021 model. It’s Honda’s newest entrant in the small truck title fight, built to compete with vehicles like the Maverick and Santa Cruz. It’s got good specs (280 hp, 262 lb-ft, 20 MPG) and typically thoughtful Honda features like an in-bed trunk and multi-functional tailgate. The 2021 Honda Ridgeline is also strong enough to do some light towing; a nice plus in this segment. Moreover, it beats out the Santa Cruz in bed size.

The Ridgeline is the people’s truck for $40,0000

The interior of the 2021 Honda Ridgeline in all black
The 2021 Honda Ridgeline interior doesn’t feel “trucky” and that’s a good thing | Honda

Allow me to circle back to the autos market for a moment. The chip shortage has made getting anything with a computer in it hard, including cars. However, I’ve recently started to notice inventory in some places picking back up. It’s a combination of two things. First, a lot of consumers have finally gotten the message and stopped buying cars. Second, production in some cases has started to pick back up. Regardless, both are good things to hear if you want a new car without being taken for all you’ve got.

Honda has done a good job of keeping things moving, and it shows with Ridgeline inventory. A quick perusal of AutoTempest reveals there’s a smattering of new models that aren’t terribly marked up. Even better, some light digging around on the internet revealed several trucks at sticker. However, don’t be surprised if those start to sell. People still want cars. Thankfully, you should have no problem snagging one if you’re quick on the draw.

You can afford one, I promise

A 2005 Ridgeline truck dashes through the mud
It’s not just new models that have stayed affordable | Don Kelsen Times via Getty Images

But what if you don’t have the cash for a new, $40,000 car? Well, older models are plentiful. I found three Ridgelines for right around $12,000-$18,000 with between 40,000 and 60,000 miles on them. So, there’s a Ridgeline for everyone. Regardless, you can’t go wrong with one, new or old. And even better, we now have some small signs that things may be recovering a little bit in regard to the massive chip shortage. Whether this becomes more of a trend, however, remains to be seen.

RELATED: You Need to Sell Your Toyota Tacoma Immediately

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Before the Countach There Was the Similarly Wedge-Shaped but More Practical Lamborghini Urraco

by Gabrielle DeSantis

In reviving the legendary Countach nameplate, Lamborghini is stoking the public’s nostalgia from countless ’80s bedroom posters and supercar-themed high school binders. That’s all well and good, but those items are about as close as most enthusiasts will ever get to a Countach. But what if Lamborghini applied futuristic Bertone wedge styling to a more affordable four-seater? The company did exactly that with the Urraco.

The concept was compelling then, as it is now. But Lamborghini’s execution at the time was disastrous, unfortunately. Systemic quality issues plagued the cars and production process from the beginning, and sales amounted to only 776 units in total. That said, the Urraco’s overall design has many redeeming and appealing qualities.

The Lamborghini Urraco has innovative looks and engineering

Lamborghini Urraco | Lamborghini

With the Urraco, Lamborghini’s intent was to compete with the Porsche 911. Clearly, the suits at Ferrari had similar thoughts, based on the rival Dino 308 GT4 that launched slightly afterward. Both were styled by Marcello Gandini, lead designer at Carrozzeria Bertone at the time. Building on themes showcased in the 1968 Alfa Romeo Carabo Concept, Gandini embraced sharp angles and louvered features throughout the exterior.

Styling wasn’t the only edgy new development on the Urraco. Its MacPherson strut setup at all four corners was an industry first for a production car. This space-saving design was complemented by the transverse-mounted V8, resulting in a four-seat layout with a larger greenhouse than the flagship Lambo Miura. In terms of practicality, this was a huge leap forward.

An alternative way to package 2+2

Lamborghini Urraco Interior
Lamborghini Urraco Interior | Lamborghini

With the extra space, the Urraco cabin was roomier than most sports cars, if not exactly ergonomic, ance certainly not conventional. For example, the tachometer and speedometer live at opposite ends of the dashboard, another nod to the Alfa Romeo Carabo concept. The cab-forward design also requires the driver to awkwardly offset his or her feet toward the center tunnel.

Despite the quirks, the Urraco interior is relatively a comfortable place to be, per Classic & Sports Car. Steering was also a high point in the driving experience, with a communicative nature that’s mostly absent in modern cars. The rear seats were essentially on par with the rival Porsche 911 other 2+2 offerings. It certainly has more functionality for everyday use compared to traditional two-seat sports cars and the mid-engine supercars that came afterward.

With standard V8 engine music, radios were optional in the Urraco

The party piece of any exotic worth its salt will always be under the hood. Or behind the rear window, in this case. The Urraco debuted Lamborghini’s new SOHC V8 that was much simpler than the V12 of the Miura, but had a sonorous voice all its own.

The initial 2.5-liter V8 offered 220 hp @ 7800 RPM running through four Weber carburetors. With that sort of rev range and aspiration setup, the engine note is thrilling and throatier than you’d expect from a small displacement. In European spec, later 3.0-liter versions produced 265 hp and took nearly 1.5 seconds off the 0-60 mph time at 5.6 seconds.

Final thoughts

While it was far from perfect or common, the trend-setting Urraco broadened the market for Lamborghini as intended. It also laid the foundation for continuous improvement of the V8 models in the forthcoming Silhouette and Jalpa. Along with the Countach, they would help keep the company running until Chrysler bought in during the 1980s.

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Get a New 2022 McLaren Artura With Over $4,000 Off

by Gabrielle DeSantis

Electric vehicles aren’t as prevalent as green warriors would like just yet, but there’s no denying that they are on the rise. Since Teslas became so popular, other automakers have seen the benefits of going green and are jumping on board. While most luxury automakers haven’t been as quick to change over, McLaren has made news with an announcement that it will have a new electric vehicle.

EVs earn a tax credit 

2022 McLaren Artura | McLaren Automotive Limited

Some are on the fence about whether they want an EV or not. While there are many benefits, EVs aren’t used often in rural areas due to the lack of charging stations, and road trips can be a bit tricky if you don’t carefully plan them out. With that being said, the U.S. government has decided to give new EV owners an incentive to go green through tax rebates.

According to Fuel Economy, EVs and plug-in hybrid cars that were purchased new in or after 2010 may be eligible for a federal EV tax credit. This can have a value of up to $7,500. While that is an excellent incentive, you may also be eligible for state and local incentives as well. 

Given that McLarens aren’t exactly seen out on the streets very often, some may wonder if it’s even eligible for the tax credit. As it turns out, it is.

2022 McLaren Artura

The 2022 McLaren Artura isn’t a full EV. It’s a hybrid. While McLarens are known for their powerful engines, and the V-6 engine undoubtedly is, the Artura isn’t the most powerful hybrids.

The 7.4-kWh lithium-ion battery gets only 15 EV miles. This means when the gas tank runs completely out, you’ve got 15 miles of electric charge before you either need to plug it in or fill up the tank. That’s plenty of time to get to a gas station if you plan accordingly. However, can you apply for a tax credit?

Can you claim the tax credit for the McLaren?

If you’re wondering if McLaren Artura is eligible for the tax credit, the answer is yes. The real question you need to be asking is how much you’re McLaren is eligible for.

The IRS reports, “For vehicles acquired after 12/31/2009, the credit is equal to $2,500 plus, for a vehicle which draws propulsion energy from a battery with at least 5 kilowatt hours of capacity, $417, plus an additional $417 for each kilowatt hour of battery capacity in excess of 5 kilowatt hours.”

For those who can actually afford the 2022 McLaren Artura’s price of $225,000, they may be wondering how much of a tax credit they’ll get. It’s definitely not the full amount of $7,500. According to the IRS, you can expect to get about $4,585. 

While that’s about $3,000 less than other vehicles, Electrek reports that it’s worth the effort to research the state you’re living in. There may be even more tax incentives available there.

To get the tax credit, there are a few steps you need to follow. First, you’ll need to make sure the automaker hasn’t exceeded the cap of 200,000 sales. Then, obtain a letter of certification from the dealer, and fill out the IRS Form 8936. This tax credit will go toward that if you owe taxes, so you may not get the full amount. But, every little bit helps.

RELATED: The 2022 McLaren Artura is The First Car Ever Built With This Unusual Engine

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Why Did This 1972 Ford Falcon Just Sell for Almost $1.5 Million?

by Gabrielle DeSantis

When you think ‘Australia,’ utes are often one of the first things that come to mind. But Oz has a vibrant motoring culture beyond that, especially when it comes to muscle cars. It’s thanks to an Australian car, the Holden Commodore, that we briefly enjoyed a reborn Pontiac GTO, for example. And recently, another Aussie muscle car has been making waves: a 1972 Ford Falcon GTHO Phase IV. Not because of its performance, though, but because it just sold at auction for almost $1.5 million.

The Ford Falcon GTHO was an Australian homologated muscle race car for the street

1972 Ford Falcon GT 351 | Alan Gilbert Purcell/Fairfax Media via Getty Images

First, a bit of clarification. In the 1960s, Ford sold a car in the US called the Falcon, which eventually underpinned the first Mustang. However, while the US Falcon petered out after 1970, the Australian version soldiered on. And just like the US Falcon and Mustang, Ford turned Australia’s Falcon into a muscle car. More specifically, the first Australian muscle car, MotorTrend notes.

The first muscle-ified Ford Falcon came in 1967 in the form of the four-door XR-series Falcon GT. It borrowed the Mustang’s 225-hp 4.7-liter V8 and offered stiffer suspension and bigger brakes than the standard car. Ford of Australia repeated this in 1968 with the XT-series GT, which had a 230-hp 5.0-liter V8. But it was overshadowed by what debuted in 1969: the first Falcon GTHO.

The ‘HO’ in ‘Ford Falcon GTHO’ technically stands for ‘Handling Option.’ However, it could’ve stood for ‘High Output’ just as easily. Instead of a 5.0-liter V8, the Falcon GTHO Phase 1 and Phase 2 have a 290-hp 5.8-liter V8. Yet the best was still to come, courtesy of the racing going on at Bathurst.

In 1971, Ford released the Falcon GTHO Phase III. Based on the XY-series car, this wasn’t just a muscle car, Silodrome explains—it was a homologation race car. Officially, Ford of Australia claimed the Falcon GTHO Phase III’s 5.8-liter V8 made 300 bhp. But it was really more like 350-380 bhp. Combined with a four-speed transmission, limited-slip differential, upgraded brakes and suspension, as well as a rear spoiler, the Phase III could run the ¼-mile in under 14 seconds. And with a top speed of over 140 mph, it was the fastest four-door production car in the world, Hemmings says.

This 1972 ford Falcon XA GTHO Phase IV is now the most expensive Australian car ever

The liveried red-and-black 1972 Ford Falcon XA GTHO Phase IV prototype
1972 Ford Falcon XA GTHO Phase IV prototype | Australian Muscle Car Sales

Unfortunately, that speed and power brought some consequences. In 1972, right before the XA-series Ford Falcon GTHO Phase IV was about to debut, an Australian newspaper heralded its arrival with a “160mph Super Cars” headline, Hemmings explains. Only unlike what happened with the Suzuki Hayabusa, the government directly got involved, as did Australia’s racing sanctioning body. The new regulations spelled the end of homologation muscle cars like the GTHO.

However, before Ford shuttered the Falcon racing program, four GTHO Phase IVs made it out. One was a road car, while the other three were racing prototypes. And the 1972 Falcon GTHO Phase IV pictured above is one of those three, CarsGuide says. Furthermore, the seller, Australian Muscle Car Sales, claims it’s “the only unrestored Phase [IV] remaining.”

The side view of the liveried red-and-black 1972 Ford Falcon XA GTHO Phase IV prototype showing the full interior roll cage
1972 Ford Falcon XA GTHO Phase IV prototype side | Australian Muscle Car Sales

While the Phase IV program was canceled, the final Ford Falcon GTHO was well underway at the time. And being essentially a turn-key race car, this example is in race-ready condition. Besides the 5.8-liter V8 and four-speed transmission, the Falcon GTHO Phase IV packs upgraded suspension and brakes compared to the Phase III. This car also has a full roll cage, Bathurst Globe alloy wheels, and a seam-welded body. And it only has 4,698 miles on the clock.

That low mileage, combined with its racing credentials, rarity, and condition, undoubtedly contributed to this 1972 Ford Falcon GTHO Phase IV’s price. Or rather, its record-setting price. A Sydney-based buyer just bought this car for “just under [AUD] $2 million,” making it the most expensive Australian-made car ever. That’s roughly the equivalent of $1.46 million.

Was this ultra-rare muscle car worth it?

Given how few Ford Falcon GTHO Phase IVs remain, their market value is difficult to estimate. However, the earlier Phase IIIs are almost as expensive. In fact, this 1972 Phase IV took the ‘most expensive Australian-made car’ title from a Phase III that sold for AUD 1.15 million in February 2021.

That being said, there is a cheaper alternative to the Phase IV. Even after the program was canceled, Ford of Australia still wanted to race. So, it created the Ford Falcon RPO 83, which bundled some racing features—aluminum spoiler, Phase IV headers, the LSD—with luxury options such as A/C and power windows. These RPO 83s aren’t as extreme as the GTHO cars, but they’re significantly more affordable. A barn-find example sold in July 2020 for $215K, The Drive says.

But what about the $1.5 million Falcon GTHO Phase IV? Again, it’s difficult to assign a specific value to such a rare car. However, it’s worth noting that this same 1972 Falcon almost sold in 2018 for AUD 2 million, Hemmings says. So, in a way, the current buyer got a slight discount. Plus, how many people can claim to have a muscle car so extreme, it essentially shut down the competition?

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