But fine, care to show your math and (more importantly) your assumptions?

Because the Maverick would cost $644/yr to fuel where the MX-30 would cost $536. It would take 138 years to make the MX-30 more cost-effective than the Maverick. And the whole time, you get a nice big back seat and an actual truck bed in the Maverick.

10 events is a decent autocross season. So I buy the MX-30 and then use my 10 days to get a Miata to autocross all year? This deal is looking a little better.

I perked up when it mentioned RX-8 style doors. I could totally see myself getting something like this to commute and haul a kid or two, but absolutely not at $35k.

Things that kill EV range:

Don’t worry, it defaults to only 670hp, something even my grandma would find boring.

I like when car design ends up being a slow burn. When the new Jetta came out in 2010 I thought it looked horrifically bland. But after a few years it ended up feeling more understated and handsome, and even though no one would call it gorgeous, the design was straightforward enough to be a bit timeless.

https://jalopnik.com/here-are-your-favorite-foods-for-the-road-1846609246

Locking diffs are a hell of a lot better than open diffs when one or more wheels have no traction.

Sure, that’s great for crawling up a slippery hill. But not at normal driving speeds (F-150's diff unlocks at 25mph).

If you’re driving in 6+ inches of unplowed snow and/or rural and/or off-road on snow, duh, full time, locking diffs 4wd for the win.

In a Body on Frame vehicle, the cab floor is above the frame and the axles are below the frame. To avoid having a ridiculously high center of gravity, you end up with a lower cab roof for less head room. A unibody vehicle lets you put the floor at the lowest point of the vehicle, and the axles can be up in the unibody…

Maybe they’ve played with prices since the Build and Price first opened, but I’m seeing $31.6k for that combo now. I swear it was under $30k when it first was announced.

AWD always takes a back seat to true 4wd in the snow, especially when paired with a rear locker and decent tires like a 4wd ranger or F-150 comes with.

What’s the point of a smaller unibody pickup if it’s barely any cheaper to gas up?

I’m not sure if I’ve ever admitted here that I have an MKX with the 2.7 EcoBoost, but I can definitely identify with what you’re saying. It’s a blast to hammer down and ride the wave of torque - it has waaay more low end grunt than the Coyote in my truck, and it’s so effortless. It’s also one of my favorite things in…

Bravest answer here by far.

The lovely squishy marshmallow that is the torque converter is exactly what you want between your engine and your towed load. Everything about a torque converter that ruins a sporty car - lazy response, no real connection between the engine and wheels - is what makes it absolutely perfect for towing.

In all seriousness this Pandemic is being politicized and I’m not okay with it.

Please get COVID, hard, so that you too can ‘own the libs.’