Will you ever be able to afford a new car?

If new car prices continue rising at their current pace—averaging around 0.92% annually since 2022, but with recent spikes pushing the average above $50,000—car ownership could become increasingly out of reach for many Americans, reshaping consumer behavior, financing trends, and even urban mobility. Here’s a breakdown of what might unfold if this trend persists: --- 🚗 Current Price Trends • Average new car price in September 2025: $50,080, a record high.

• Annual inflation rate for new cars (2022–2025): 0.92%, though 2022 alone saw a 11.07% jump. • Compared to pre-pandemic levels: Prices are up 30%. • Drivers of cost: Tariffs, rising interest in EVs and luxury models, and higher loan rates (6.7% for new cars). --- 🔮 Predicted Impacts if Prices Keep Rising 1. Affordability Crisis • Middle-income buyers may be priced out of the new car market. • Used car demand will surge, pushing up prices and reducing availability of reliable options under $10,000. 2. Financing Pressure • Higher prices mean larger loans and longer terms. • Interest rates are already climbing—6.7% for new cars, 11.9% for used—increasing total cost of ownership. 3. Shift in Consumer Behavior • Buyers may delay purchases, opt for leasing, or turn to car-sharing services. • EV adoption could accelerate if incentives offset rising sticker prices. 4. Market Polarization • Luxury and tech-heavy models may dominate new sales. • Budget-friendly models could dwindle, leaving fewer options for cost-conscious buyers. 5. Urban Mobility Evolution • Rising costs may push cities to invest more in public transit, micromobility (e-bikes, scooters), and infrastructure for shared vehicles. --- 📉 Long-Term Forecast • If the 0.92% annual increase holds steady, a $50,000 car today could cost $52,300 by 2028. • But if the recent spike (e.g., 11% in 2022) repeats, prices could exceed $60,000 within 3 years, dramatically altering the landscape. ---

My 70 Nova’s first trip down the track.

--- 🏁 “Black Thunder” — A Story of Firsts, Fury, and Freedom The sun was beginning to dip behind the grandstands at Haubstadt Raceway, casting long shadows across the cracked asphalt and illuminating the haze of rubber smoke that hung in the air like a ghost of speed. The crowd buzzed with anticipation, engines snarled in the distance, and the scent of race fuel mingled with popcorn and burnt clutch. It was Friday night, and for 16-year-old Jake Mercer, it was more than just race night—it was the night he became a legend. Jake had spent the last two years wrenching in his uncle’s garage, trading weekends for wisdom, grease for grit. He’d mowed lawns, flipped burgers, sold old BMX parts online—anything to scrape together enough cash to chase the dream. And now, that dream idled beside him, rumbling like a caged beast. A 1970 Chevy Nova SS 396. Black as midnight. Four-speed Muncie. Keystone Classic wheels wrapped in fresh BF Goodrich Radial T/As. The kind of car that didn’t whisper “cool”—it screamed rebellion through dual Flowmasters. Jake climbed in, his heart thudding like a cammed-up big block. The interior smelled of vinyl and victory. His hands trembled slightly as he gripped the Hurst shifter, the chrome ball cool against his palm. He glanced at the tach—needle bouncing just under 1,000 RPM. The Nova was alive, and so was he. He rolled forward slowly, tires crunching over loose gravel as he approached the burnout box. The track official gave him a nod, and Jake returned it with a grin that said, “I was born for this.” He stabbed the clutch, dropped the shifter into first, and revved the 396. The roar was thunderous, echoing off the bleachers. He dumped the clutch and mashed the throttle. The rear tires lit up instantly, smoke billowing as the Nova screamed in place. The crowd erupted. It wasn’t just a burnout—it was a declaration. Jake feathered the throttle, letting the tires spin just long enough to warm them, then backed off and rolled forward to stage. The Nova crept into the beams, its lopey idle pulsing like a heartbeat. He was lined up against a late-model Mustang GT, all tech and traction control. But Jake didn’t care. His car had soul. His car had scars. His car had him. The pre-stage light flickered. Jake took a deep breath, his foot hovering over the throttle, his left leg tense on the clutch. The Mustang bumped in. Stage lights locked. The tree began its descent—amber, amber, amber— Green. Jake launched. The Nova squatted hard, rear tires biting into the track like a rabid dog. The front end lifted just enough to make the crowd gasp. He slammed second—chirp. Third—another chirp. The tach needle danced, the exhaust note climbed, and the Nova surged forward like a freight train fueled by teenage dreams. At the stripe, Jake let off, coasting through the traps with a grin so wide it could’ve split his helmet. He didn’t care about the time slip. Didn’t care if he won. He’d just run his first 1/8 mile in the car of his dreams, and it felt like flying. He pulled into the return lane, heart still racing, the Nova burbling beside him like it was proud. As he rolled back toward the pits, people pointed, clapped, and nodded. One old-timer leaned over the fence and said, “That kid’s got it.” Jake parked under the lights, climbed out, and looked back at the Nova. The black paint shimmered under the sodium glow, the Keystone wheels still warm, the BF Goodrichs dusted with victory. He ran a hand along the fender, then whispered, “We did it, girl.” And somewhere in the distance, a Springsteen song played on a crackling PA system, as if the universe itself approved. ---

Memories of my teenage drag strip days

--- “Two Lane Blacktop” The old man stood at the edge of the soybean field, boots sinking into the soft October earth. The wind carried the scent of harvest and distant exhaust, but it was memory that made his eyes squint—not the sun. There used to be a drag strip here. Not just any strip. Two Lane Blacktop. A name that sounded like rebellion and rhythm, like a Springsteen lyric scrawled in tire smoke. It wasn’t sanctioned. It wasn’t safe. But it was sacred. Back in ’72, it was nothing but a stretch of county road with a few cones, a chalk line, and a crowd of grease-stained dreamers. Muscle cars lined up like gladiators—GTOs, Road Runners, Novas with headers that rattled the bones. The old man, then just Jimmy “Redline” McCall, ran a ’69 Chevelle SS with a 396 and a hood scoop that looked like it could inhale the moon. He remembered the ritual: the burnout, the rev, the silence before the green. And then—boom—the world narrowed to a quarter mile of fury. No sponsors. No trophies. Just pride and pink slips. Two Lane Blacktop was more than pavement. It was a proving ground. A place where heartbreak and horsepower collided. Where rivalries were settled with rubber and rumble. Where the local preacher once ran a ’68 Charger and baptized the crowd in nitro fumes. But time, like rust, crept in. By ’85, the county paved over the strip, planted soybeans, and posted signs: No Trespassing. The racers scattered. Jimmy parked the Chevelle in a barn and traded torque for timecards. The roar faded. Until today. He knelt and brushed away a patch of dirt. Beneath it, a ghost of the old chalk line shimmered faintly in the sun. He smiled. Not because he missed it—but because it had lived. And in his head, the engines fired again. The crowd cheered. The light turned green. Jimmy “Redline” McCall stood, wiped his hands, and whispered to the wind: “Two Lane Blacktop lives, if you remember how to drive.” ---

The 1970 GTO Judge by the numbers.

The 1970 Pontiac GTO Judge was a flamboyant, high-performance icon that embodied the peak of muscle car bravado—boasting bold styling, potent engines, and a rebellious spirit that made it a legend. --- 🏁 Origins and Purpose The GTO Judge was introduced in 1969 as Pontiac’s answer to the growing popularity of budget-friendly muscle cars like the Plymouth Road Runner. The name “Judge” was inspired by a comedy routine from Rowan & Martin’s Laugh-In, and Pontiac leaned into the joke with a car that was anything but subtle. By 1970, the Judge had evolved into a more refined but still outrageous machine, designed to appeal to younger buyers who wanted performance with attitude --- 🔥 Styling and Identity The 1970 model featured a redesigned front end with a new Endura nose and exposed headlamps, bodyside creases, and a revised rear bumper. But what truly set the Judge apart were its signature graphics, rear spoiler, and vibrant paint options like Orbit Orange and Cardinal Red. A bold black stripe ran down the hood, and “The Judge” decals made sure no one mistook it for a regular GTO --- 🛠️ Powertrain and Performance Most 1970 Judges came equipped with the Ram Air III 400-cubic-inch V8, delivering 366 horsepower. For those seeking even more grunt, the Ram Air IV was available, offering 370 horsepower with improved breathing and higher revving capability. Late in the model year, Pontiac introduced the 455-cubic-inch V8, producing 360 horsepower and a massive 500 lb-ft of torque, though it was only available via special order --- 📉 Market Challenges and Legacy Despite its performance and flair, the Judge faced stiff competition and shifting consumer tastes. Insurance premiums for muscle cars were rising, and buyers were beginning to favor comfort over raw speed. The Judge’s higher price tag compared to the

History of th EL Camino

The Chevrolet El Camino was a bold fusion of car and truck, launched in 1959 to rival Ford’s Ranchero. It evolved through five generations before ending production in 1987, becoming a muscle car icon along the way. Here’s a detailed look at the El Camino’s journey through American automotive history: --- 🚗 Origins: A Response to Ford’s Ranchero • Debut Year: 1959 • Chevrolet introduced the El Camino as a direct competitor to the Ford Ranchero, which had pioneered the “car-truck” hybrid segment in 1957. • The first El Camino was based on the Chevrolet Brookwood station wagon and featured flamboyant tailfins and a full-size body. • Despite its stylish looks, the first generation lasted only two years, ending in 1960 due to lukewarm sales. --- 🛠️ Second Generation: Muscle Car Roots • Reintroduced: 1964 • Built on the Chevelle platform, this version was more compact and performance-oriented. • By 1968, Chevrolet offered the SS 396 variant, turning the El Camino into a legitimate muscle car with big-block V8 power. • This generation cemented the El Camino’s reputation as a stylish yet practical vehicle for drivers who wanted utility without sacrificing performance. --- 💪 Third & Fourth Generations: Peak Popularity • Years: 1968–1977 (Third), 1978–1987 (Fourth) • The third generation saw continued use of the Chevelle platform, with increasingly aggressive styling and more powerful engine options. • The fourth generation transitioned to the GM G-body platform, making the El Camino lighter and more fuel-efficient during the oil crisis era. • Trim levels like the Conquista and SS kept the model fresh, while the El Camino remained a favorite among customizers and hot rodders. --- 🏁 Cultural Impact & Decline • The El Camino became a symbol of American ingenuity—a car that could haul lumber and still look cool at the drive-in. • It appeared in films, TV shows, and music videos, often associated with rebellious or working-class characters. • By 1987, changing consumer tastes and the rise of compact pickups and SUVs led to the El Camino’s discontinuation. --- 🔄 Legacy & Revival Rumors • Though Chevrolet never revived the El Camino, its legacy lives on in custom builds, auctions, and pop culture. • Rumors of a modern El Camino resurface occasionally, fueled by nostalgia and the enduring appeal of car-truck hybrids. ---

“Jeep” stands for WHAT?

The name “Jeep” doesn’t officially stand for anything, but it likely evolved from military slang and vehicle designations during World War II. Here’s the deeper story behind the name: 🪖 Military Slang Origins • The term “jeep” was used informally by U.S. soldiers as early as World War I to describe new recruits or untested vehicles • By World War II, the nickname was applied to the new, nimble, all-terrain reconnaissance vehicles being tested by the military. 🔤 The “GP” Theory • One popular theory suggests “Jeep” came from the slurred pronunciation of “GP”, which some believed stood for “General Purpose.” • However, this is a bit of a myth. In reality:• “G” was a designation for government vehicles. • “P” referred to an 80-inch wheelbase reconnaissance car. • Ford’s version was called the GPW, where “W” stood for Willys, the company that originally designed the vehicle. 🐶 A Pop Culture Boost • Another fun theory credits the name to Eugene the Jeep, a magical creature from the Popeye comic strip. Eugene could go anywhere and do anything—much like the vehicle itself 🏷️ Trademark and Legacy • The name “Jeep” was officially trademarked by Willys-Overland in 1950, long after it had become a household term. So while “Jeep” doesn’t stand for a specific phrase, it’s a blend of military jargon, vehicle designations, and pop culture—a name born in the mud and grit of wartime innovation.

A short history of the Pontiac GTO

The Pontiac GTO, often hailed as the first true American muscle car, debuted in 1964 and became a cultural icon through its bold styling and powerful performance. Here’s a detailed look at its evolution: --- 🏁 First Generation (1964–1967): The Birth of a Legend • Introduced as an option package for the Pontiac Tempest LeMans, the GTO was the brainchild of John Z. DeLorean and his team at Pontiac. • It featured a 389 cu in V8 engine, producing up to 348 hp with the Tri-Power carburetor setup. • The GTO quickly gained popularity, prompting Pontiac to make it a standalone model by 1966. • Styling evolved with stacked headlights and a more aggressive stance, solidifying its muscle car image 9F742443-6C92-4C44-BF58-8F5A7C53B6F1. --- 🔥 Second Generation (1968–1972): Peak Muscle Era • Redesigned with a “Coke bottle” body style, the GTO embraced the late ’60s aesthetic. • The 1969 “Judge” variant added flamboyant graphics, a rear spoiler, and a Ram Air III or IV engine. • By 1970, the GTO offered a 455 HO engine, pushing torque and performance to new heights. • Emissions regulations and insurance costs began to impact sales by 1972 --- 🛠️ Third & Fourth Generations (1973–1974): Decline and Departure • The 1973 model adopted a Colonnade body style, losing some of its sporty appeal. • In 1974, the GTO was demoted to a trim level on the compact Ventura, marking the end of its original run. • These years saw reduced performance due to tightening emissions standards and shifting market tastes. --- 🇦🇺 Fifth Generation (2004–2006): Australian Revival • After a 30-year hiatus, the GTO returned as a rebadged Holden Monaro, imported from Australia. • Powered by a 5.7L LS1 V8 (later upgraded to a 6.0L LS2), it delivered modern muscle with up to 400 hp. • Despite strong performance, conservative styling and high price limited its appeal, and production ended in 2006. --- 🏆 Legacy • The GTO is widely credited with launching the muscle car era, inspiring rivals like the Dodge Charger, Ford Mustang, and Chevrolet Chevelle. • It remains a beloved classic, celebrated for its raw power, rebellious spirit, and role in shaping American car culture.