There’s more than one reason the sixth-generation Chevrolet Camaro has failed to live up to the fifth-gen Camaro’s U.S. marketplace success.

First, the drama of the (quite possibly) superior sixth-gen Camaro’s styling is diminished by the fact that it looks so very much like the fifth-gen car. To the casual muscle car buyer — of which there have to be tens of thousands of it’s going to be the high-volume sports car it was — it’s certainly not obvious that this is even an all-new car.

Then there’s the fact that the sixth-gen Camaro also continues the fifth-gen’s visibility trend: there is none. Added to that, GM always intended to sell fewer Camaros to daily rental fleets when the sixth-gen car arrived for the 2016 model year.

In the end, however, it’s always down to money. Not only is the Chevrolet Camaro a costly ticket, but Camaros are also packaged in a way that shrinks appeal at the affordable end of the spectrum.

According to GM’s North American boss Mark Reuss, the company wants to fix that, though it’s not yet clear what the remedy is.

Screenshots of preliminary information added to the Fiat Chrysler Automobiles dealer network computer system suggest the next-generation Jeep Wrangler, due for a late-November reveal, breaks with tradition in more than a few ways. The largest break involves how the 2018 Wrangler puts its power down to all four wheels.

The dealer system images, shared by JL Wrangler Forums, show the Wrangler adopting a Selec-Trac full-time four-wheel-drive system, among other drivetrain details. Is this a goodbye to the manly transfer case lever?

Hello out there in TTAC land,

My name is Tim Healey and I am the new managing editor for The Truth About Cars.

That’s a strange thing to type, but it’s true. Pretty cool.

You probably don’t know much about me. I’ve not written for TTAC nor am I a well-known commenter. I have freelanced for other automotive sites, so perhaps you’ve seen my byline there. I’ve also been in this business for around a decade, so my name may be familiar to you.

Just about every sporting event I’ve ever attended – whether it’s hockey, baseball, or car racing – has been enjoyed from the cheap seats. Boiling it down to one or two reasons, I was either too cheap or too tardy to secure tickets closer to the action. Nevertheless, I always enjoyed it.

Honda’s newest take on the family hauler, and Tim Cain’s favorite topic, also has a set of cheap seats. It’s called the LX. Let’s see if they are closer to the sky lounge or penalty box.

There are a number of major consequences springboarding off the early August 2017 announcement that Toyota and Mazda would come together to build an assembly plant in Somewhere, United States.

First, Mazda production returns to the United States for the first time since the Mazda 6 left Flat Rock, Michigan, in 2012.

Second, the Toyota Corolla — produced now in Cambridge, Ontario, and Blue Springs, Mississippi — will be assembled in a second U.S. assembly plant.

Third, Toyota will acquire a 5-percent stake in Mazda, while Mazda returns the favor by claiming a 0.25-percent portion of Toyota.

And to the increasingly pickup-truck-conscious U.S. consumer, the most significant consequence of the Toyota-Mazda partnership will be more Toyota Tacomas. That’s right: more pickup trucks for America.

Forget hybrids. Set aside, for this moment, plug-in hybrids as well. Ignore the EV hubbub and the pie-in-the-sky hydrogen fuel cells. While you’re at it, remove turbochargers and their accompanying displacement reductions from your memory, too.

The naturally aspirated internal combustion engine has legs. The proof is in the 2018 Toyota Camry’s 2.5-liter Dynamic Force four-cylinder. With no hybrid assist, no turbos, no cord that plugs into your garage wall, and no futuristic fuel source, the new Camry 2.5-liter produces 206 horsepower and hits 41 miles per gallon on the highway on regular 87 octane.

That’s 16-percent more power 24-percent more highway mpg than the 2017 Camry’s 2.5-liter four-cylinder. With improvements in conventional, naturally aspirated, gas-fired engines occurring in such leaps and bounds, it’s no wonder Toyota has bigger plans for the Dynamic Force blueprint.

With the launch of the seven-seat Honda CR-V in another ASEAN market, this time Australia, one wonders about the potential popularity of a three-row CR-V in the United States.

The Honda CR-V, America’s top-selling utility vehicle in each of the last five years, currently tops American Honda’s sales charts. The CR-V now accounts for more than one-quarter of Honda’s U.S. sales and generated more volume in the first half of 2017 than in any of the CR-V nameplates’s first 10 calendar years.

Broadening the already popular CR-V’s appeal sounds, at first glance, like an entirely reasonable plan.

First, we heard about the Mazda CX-8.

Then the Mazda CX-8 was spotted on the streets of Chicago, Illinois. Which is in the United States.

And then Mazda confirmed that the CX-8 would most definitely not be exported from Japan. As the CX-4 was a China-oriented model, the CX-8 would be geared towards a Japanese market for which the CX-9 is just too big. But then we heard the Mazda CX-8 might be exported from Japan, but only to Australia.

And now, with official imagery, it’s not difficult to understand why Mazda USA has no need for the CX-8. It looks almost exactly like a CX-9 with six fewer inches of length, five fewer inches of width, and a marginally lower roofline.

Americans do not need a smaller Mazda CX-9.

The 2018 Honda Accord is not a refresh. It’s not a refurbished, reconditioned revamp.

The 2018 Honda Accord is very much a new car, a 10th-generation follow-up to the five-year, 2013-2017 run of the outgoing Accord. That’s obvious when you look at the design of the new Accord — another midsize car attempting to banish boredom in an attempt to maintain healthy U.S. car sale volumes when more and more people want crossovers. You see it in the 2018 Toyota Camry, the 2018 Hyundai Sonata’s new grille, and the 2018 Accord’s squarer nose and faster roofline.

But Accord buyers will spend far more time inside the car than they do looking at its exterior. For owners, Honda wanted to make the 10th-generation Accord roomier, more capacious, better suited for ferrying five passengers.

So Honda moved the two front passengers closer together.

“You know, that might be the answer – to act boastfully about something we ought to be ashamed of. That’s a trick that never seems to fail.”

— Col. Korn, Catch-22

It never fails. I’ve visited dozens of Ford dealers this year in the course of my day gig, and they almost always have a Focus RS sitting prominently on the showroom floor. Sometimes, they have two. This week, I visited a dealer that had four.

“Hey, I’ve got one of those,” I said to him, pointing at a 2016 Nitrous Blue RS2 model.

“Would you like another one?” he pleaded. “I’m selling it below invoice.” A quick check of his inventory revealed that it had been sitting on his lot for 217 days, with the others eclipsing the 150 day mark — a lifetime at a Ford dealership.

Of course, we know that Ford has already decided to pull the plug on the RS, and they’re gonna send it off with a limited-edition run of 1500 cars with the RS2 package and a Quaife LSD (something the car has always desperately needed). But why? Why did a car that American hot hatch enthusiasts have been craving for decades see such a short existence in the States?

Ford dealers. Duh.

With the entire automotive industry looking toward a future of driverless mobility, commercially owned self-driving taxis seem poised to be on the frontline of tomorrow. However, nobody seemed to realize that these vehicles will eventually become little more than mobile toilets.

Animals are universally disgusting and humans are no exception. While we’ve mastered land, air, and sea, consider the spaces we occupy while we traverse those expanses. Rental cars are returned filled with candy wrappers, spilt soda, and human hair. Uber vehicles are routinely vomited in. The subway is a haven for disease. Airplane interiors experience havoc within the first hour of a flight as the worst of us begin defecating into the seats, too lazy and weak to control ourselves.

Autonomous taxis aren’t likely to endure better treatment. Without a driver present, the urge to have drunken sex will be far too strong — and those odds only increase when you add a second occupant to the equation. With nobody watching, we’ll leave half-consumed hamburgers and cans of sweetened tea on their floors that will roll around and turn the carpet into a sticky magnet for larger pieces of garbage.

With the July 10 launch of a new Chevrolet Silverado commercial, General Motors is once again using its Real People, Not Actors campaign in an attempt to tarnish the Ford F-150’s good name.

This methodology doesn’t appear to have had an impact in the marketplace in the past. Yet two years after General Motors displayed conversations between Howie Long and GM engineer Eric Stanczak discussing repair costs on the Ford F-150’s aluminum bed and one year after Chevrolet punctured a Ford F-150’s aluminum bed with 825 pounds of concrete blocks, General Motors is turning to admitted Ford F-150 owners as a means of casting aspersions on America’s top-selling full-size truck.

After earlier rounds, Ford gained ground in America’s full-size pickup truck market in 2016. Indeed, Ford is continuing to gain ground in that same market in 2017. Ford is selling more trucks than its rivals. Ford is selling more trucks with less incentivization. Ford is selling more trucks with less incentivization at higher average transaction prices.

So, GM sends the Chevrolet Silverado back to the same ol’ well.

Deep from the catacombs of General Motors history comes this all-wheel-drive Pontiac 6000. While the 6000 was a fairly pedestrian car, this SE example seems in great condition and has the added rarity of a drivetrain not found in other vehicles from the General.

It’s only a good idea to keep reading if you like gold-tone alloys, many identically shaped buttons, and copious amounts of ribbed cladding.

Toyota is claiming that its TNGA modular platform represents more than a sea change for the Camry. It points to an entirely new direction for the company as a whole, highlighting its commitment to American manufacturing and a future involving more exciting vehicles.

While the latter remains to be seen, the Toyota New Global Architecture has warped the company’s midsize sedan into something almost unrecognizable. With substantially “more-aggressive” styling, the Camry is also boasting efficiency and performance gains — thanks to the platform’s low center of gravity and increased rigidity. But Toyota doesn’t want to keep the technology limited to America’s best-selling sedan, the architecture and concept are set to be baked into future vehicles as well. Because what good is cost-saving modular platform if you are only use it on a single model?

Ford has plans to halt production of the compact Focus — a one-time juggernaut of a model — for an entire year. But wouldn’t you rather talk about the upcoming Ranger and Bronco?

Of course you would. You’d rather buy one, too, if only the resurrected nameplates were already on lots. Back in 2002, when Limp Bizkit was still on the charts and frosted tips hadn’t entirely disappeared from the hair scene, Ford unloaded 243,199 Focus cars to U.S. buyers. Compare that to the first five months of 2017, where 67,146 Foci left dealer lots in a marketplace where passenger car sales are falling like Brent crude prices in 2014.

It’s against this backdrop that Ford plans to temporarily pull the plug on the Focus. While there’s good reason for the shutdown, the automaker doesn’t seem all that concerned about it.

Another month, another fresh batch of Burgerkingring-related stupidity. This time it’s the General Motors PR machine and its ever-reliable Southern California appendix stirring the hype for the new Camaro ZL1 1LE, which obtained a seven-minutes-and-change time when driven by an engineer around the course.

Nine times out of 10 I ignore this stuff entirely, but insofar as I was at the Ring just two weeks before the Camaro crew got there I thought this would be a good time to remind everybody out there why these times are completely and utterly meaningless.

You’ll have to shell out a fair bit of extra cash to get into a 2018 Ford Expedition, as the completely redesigned full-size SUV now carries an entry price above the $50,000 marker. Ford has to pay for that aluminum body, you know.

Of course, buyers aren’t just receiving a lighter body and long-overdue styling update. More standard features and considerably more power comes as part of the package, as well as the return of an off-road package that disappeared as an option years ago. As buyers move up the trim scale, they’ll soon discover the price gap between 2017 and 2018 Expedition models only grows larger.

Get ’em young and get ’em poor upwardly mobile. That seems to be Mercedes-Benz’s rationale behind the upcoming A-Class sedan, which should arrive in the U.S. later next year.

According to dealers who spoke to Automotive News, the German automaker has confirmed the front-wheel drive model will indeed appear on these shores, slotted below brand’s current least-expensive car, the CLA. No longer a somewhat geeky, Euro-centric mini hatch, the global A-Class appears tailor-made to lure buyers away from other brands.

Despite what y’all may think sometimes, we do listen to you guys around here. Take this week’s Ace of Base as an example: Suggested by an alert reader, Ford’s current foray into the fleet of police forces across the nation do fit the Ace of Base ethos: a sparsely equipped example of a mass-market car offered at a rock bottom price.

Seven investigations on Autotrader quickly turned up several examples of current model year Ford Taurus Police Interceptors with under 100 miles on their clocks for around $22,000.

Barren interiors, steel wheels, plus Blues Brothers-style cop car modifications? Watch your head getting in, sir; we’re going for a ride.

After a four-hour journey that included a ferry ride across the Northumberland Strait from Prince Edward Island, we arrived at one of the largest import car meets in Atlantic Canada in Bedford, Nova Scotia. There, owners showed off rows upon rows of cars in varying states of modification and personalization, from tasteful to tasteless.

My car club friends and I walked though to say hello to other folks we’d only previously chatted with on our local import forum, all the while gawking at some of the wildest vehicles east of Quebec. Body kits, massive turbo setups, and convoluted engine swaps ruled the day. But I only remember one vehicle vividly, parked at the end of a row and free from the usual slack-jawed, drooling masses: a pristine, unmodified, 1999 or 2000 Honda Civic Si Coupe (actually an SiR in Canada) still wearing its factory Electron Blue Pearl paint.

To me, back in 2007, this was automotive perfection.

Fast forward some 10 years later. I had the chance to meet the 2017 Honda Civic Si, a quicker, more mature, and more usable younger sibling wearing a similar shade of blue — then proceeded to act like a 22-year-old again and drive the ever-living snot out of it.

Though the 10th-generation Mitsubishi Lancer Evolution is barely cold in its grave and the Lancer on which it was based is also being put out to pasture, Mitsubishi does intend to replace the brand’s former Subaru WRX STI challenger.

In 2023, or thereabouts. Maybe as early as 2020 or 2021.

But the next Mitsubishi Evolution is not likely going to be a proper rival for the WRX STI.

Mitsubishi COO Trevor Mann suggested to Motoring that the next Evolution won’t be a sedan-based performance car, but rather a high-end variant of an upcoming SUV. “In terms of the brand, I think it would be interesting to bring something back that’s a bit more sporty in the future,” Mann said. “You’ll have to wait and see what that is.”

We know Mitsubishi has little regard for former nameplates being restricted to their former class designations. So it’s time you prepared yourself for the 2023 Mitsubishi Eclipse Cross Evolution.

Upon its debut in late 2014, the Acura TLX had big shoes to fill. Not only was the TLX intended to replace the Acura TL, the TLX would also serve, at least in part, as a replacement for the Acura TSX.

Not surprisingly, the TLX never sold as often as that duo did at their peak. Acura sold over 113,000 TLs and TSXs in 2005. Yet by the end of their run, in 2013, Acura managed to sell fewer than 42,000 TLs and TSXs. As a result, the arrival of the Acura TLX — and yes, it’s difficult for both reader and writer to keep the letters straight — was heartily welcomed by Acura dealers. The TLX represented a simpler lineup, one sufficiently spacious car, and 47,080 sales in 2015.

But TLX sales have trailed off rather precipitously ever since, and Acura is counting on a thorough refresh for the 2018 model year to spur TLX demand once again.

And quite a spur it must be. Wards Auto is reporting that Acura’s goals for the facelifted TLX are loftier than ever.

“The night of the fight, you may feel a slight sting. That’s pride f***ing with you. F*** pride. Pride only hurts. It never helps.” Recognize that quote? It’s from Pulp Fiction, of course. There’s only so much wisdom you can take out of any Quentin Tarantino movie, but if you’re looking for some, there it is.

Unfortunately for you earnest advice takers out there, the auto business runs on pride. From the websites to the styling studios, from the wash rack to the RenCen, you’ll find insecure, petty, miserable people who allow their perpetually wounded pride to make astoundingly indefensible business decisions on their behalf. Here’s an example: I once worked at a dealership that was pretty much run into the ground by a pair of incompetent, dishonest managers. The owner was despondent and he had pretty much decided to sell the franchise, but at the last moment he changed his mind, took some good advice, and brought in a fellow who was kind of a superstar but also kind of a loose cannon.

The all-new 2018 Toyota Camry’s new 2.5-liter four-cylinder base engine generates 203 horsepower in the entry-level model, 206 horsepower in the 2018 Camry XSE.

This means the eighth-generation Camry offers the most standard horsepower of any car in America’s midsize segment, at least for the time being.

We know not yet what the 2018 Honda Accord will bring. Honda released some engine details last Friday, including information that reveals the death of the Accord’s V6 and future reliance on the 1.5-liter turbo from the Civic and CR-V — as well as the 2.0-liter turbo from the Civic Type R. But we don’t know how much power Honda, notoriously not a participant in any horsepower war, will allow the Accord’s basic 1.5T to produce.

Meanwhile, the Camry’s upgrade engine continues to be a 3.5-liter V6, and Toyota’s gone and done the right thing with that powerplant, too. Moar powah.

Let’s keep this short, shall we?

This Friday will be my last day as The Truth About Cars’ managing editor. On Monday, I begin a new career elsewhere, outside of journalism but still in the automotive industry.

But this isn’t really a goodbye. I’ll be vacating the seat to sit in another as an editor-at-large here at TTAC, and will stay for as long as my replacement will have me.

Speaking of my replacement …

As Audi pushes new and refreshed product out the door in a mad rush, hoping to create the youngest lineup of any German automaker, it can’t ignore the requests of brand loyalists. In the United States, those buyers want one thing more anything else: a bigger SUV.

The three-row Q7 is nice, but in the land of Expeditions and Suburbans, it simply doesn’t measure up. Space-obsessed German vehicle aficionados can climb into a Mercedes-Benz GLS and enjoy more room. Naturally, Audi isn’t about to let an opportunity slip away.

It also wants to do something about those pesky buyers who want more cargo room, but won’t drive an SUV.

The 10th generation of Honda’s venerable Accord will debut for 2018 without a V6 engine option.

A few months later to the all-new midsize party than the next-generation 2018 Toyota Camry, the new Accord will not follow the Camry’s entrenched path of providing customers with a base four-cylinder and a V6 upgrade.

Instead, Honda will make do with the 1.5-liter turbocharged four already under the hood of the 10th-generation Civic and the fifth-generation Honda CR-V. As an upgrade, Honda will offer the 2.0-liter turbocharged unit from the 2018 Honda Civic Type R. In both cases, Honda has not yet revealed the power output. Honda will continue with an Accord Hybrid, as well.

But the V6 is a goner.

The U.S. auto industry is shrinking. But only by a little bit.

Auto sales through the first five months of 2017 are down just 2 percent, a drop of roughly 140,000 sales across the entire industry. Aside from high inventories and rising incentives, it’s not all doom and gloom. 2016 was the highest-volume year in the history of the American auto industry — a 2-percent drop is hardly catastrophic.

This is therefore not 2009, when virtually every new vehicle suffered decreased volume. Many new vehicles are surging, selling significantly more often this year than last.

But in a declining market, many other nameplates are in fact losing sales. Many sales. We’ve compiled a list of the 10 volume nameplates losing U.S. sales most rapidly.

Genesis Motors is soon to complete its first year on the U.S. market.

Through the first ten months of its run as Hyundai’s luxury spin-off, 15,254 copies of the Genesis G80 and Genesis G90 have been sold. That’s 15,254 buyers who all moved over from other auto brands. There was no other way — no repeat business, no C-Class to E-Class to S-Class-style chain reaction.

More of those buyers moved over from the Hyundai brand than anywhere else. That makes sense. The Genesis G80 is essentially a second-generation Hyundai Genesis sedan. The Genesis G90 is a second-generation replacement for the Hyundai Equus. Hyundai buyers are trading in and trading up.

But when it comes to earning conquests from luxury rivals, Genesis Motors does so most often at the expense of Genesis’ forerunner, the last brand to do what Genesis wants to do.

Forget, if only for the next few minutes, the way it looks. You may hate it, you may love it. But don’t let your interpretation of the 2018 Toyota C-HR’s exterior angles cloud your judgement.

While you’re at it, set aside class designations, as well. Whether you, like me, consider the 2018 Toyota C-HR to be unqualified for “crossover” status because it’s missing all-wheel-drive availability, the C-HR is still positioned as a rival for front-wheel-drive HR-Vs, Renegades, Encores, and CX-3s, among others.

The Toyota C-HR was initially intended to form part of the Scion lineup in North America, but with that brand’s demise, Toyota wisely moved the C-HR into its own lineup. Slotted below the Toyota RAV4 with dimensions that all but mirror the old Toyota Matrix, the 2018 Toyota C-HR is a $23,495-25,435 hatchback that’s garnered more attention during its stay with me than any vehicle I’ve ever tested.

To my surprise, almost all of that attention was positive. But is the Toyota C-HR worthy of such attention?

You didn’t seriously think there was a tall, be-cladded wagon that could sell like a Subaru Outback, did you?

And you didn’t think — if such a tall, be-cladded wagon did have the potential to sell as well as a Subaru Outback — that it would be a Volkswagen Golf Alltrack?

Of course you didn’t, not in this post-diesel scandal world. But as the all-conquering Subaru Outback continues to enjoy increased U.S. demand, the latest Outback alternative is already suffering a mild case of DTWS.

Not Dancing With The Stars. Don’t read so fast.

Decreased Tall Wagon Sales.

The Volkswagen Golf Alltrack’s May 2017 performance of only 1,312 sales represented a six-month low.

Jeep is fixin’ to launch a redesigned Wrangler as early as next calendar year, meaning this generation of the venerable off-road brute is slowly marching towards its best-before date. When we last looked at the base Wrangler ten months ago, we found it to be an agreeable steed whose Mohawk Vodka price point more than made up for any deficiencies compared to its snazzier cousins.

Has anything changed for 2017? Let’s find out.

Can frugal transportation and family transportation coexist in a single package?

Lead Honda R&D engineer Tom Sladek indicated to Wards Auto at the Hawaiian launch of the all-new, fifth-generation, 2018 Honda Odyssey that Honda’s minivan could receive a hybrid powertrain in the future.

Presently, hybrid powertrains are available in a numerous three-row crossovers. Fiat Chrysler Automobiles is presently launching a plug-in hybrid version of the new-last-year Chrysler Pacifica, as well.

“The electrification initiative is definitely coming, but on which products and which timing is not 100% clear yet,” Honda’s Sladek told Wards. If one such product is the Odyssey, we would expect to see improvements both in the Odyssey’s fuel economy and its performance.

And all-wheel drive?

And did you know desire’s a terrible thing
The worst that I can find
And did you know desire’s a terrible thing
But I rely on mine

“Can’t Be Sure” was The Sundays’ brilliant 1989 debut, introducing all of us to the lovely Harriet Wheeler and her ability to sing the most heartbreaking lyrics possible in the voice of a spoiled British child. I took the above stanza to heart the minute I heard it, because it took something that had long animated me and put it into a few simple words. It’s no wonder that the Zen philosophers preach a detachment from desire, because it drives our worst and most selfish behaviors. Virtually every regrettable or repugnant episode in my life has begun with me looking at something (or, more often, someone) and pronouncing, like Henderson The Rain King, “I WANT!”

Yes, desire is a terrible thing — but I rely on mine, as I’ve recently been reminded. You see, I need a full-size pickup. But need is in no way synonymous with desire, so I’m absolutely stuck in the mud trying to figure out what I should do next.

The enlarged, second-generation Volkswagen Tiguan arrives at Volkswagen of America’s dealers this summer, leaving room beneath Volkswagen’s Honda CR-V challenger for a smaller, more affordable utility vehicle.

No, not the T-Roc. That’s later. Automotive News has received confirmation from a Volkswagen spokesperson regarding a rumor we already knew well: the existing Volkswagen Tiguan will survive as the Volkswagen Tiguan Limited.

We would have preferred the City Tiguan nomenclature, but so be it.

People don’t talk about crossovers in the same hushed and awed tones reserved for snarling muscle cars and sultry exotics, but mainstream automakers couldn’t care less. As long as their respective family haulers continue to sell like generators during a blackout, automakers are happy letting crossovers quietly fill the driveways of suburban America (while generating massive revenue).

However, nothing’s ever static in the industry, and crossover competition has never been more fierce. Recently, Nissan and Toyota issued a mid-year sales pitch to buyers, ramping up content and slashing prices on the Rogue and RAV4 to squeeze a few more sales from the low end of their respective lineups.

Naturally, Hyundai would be foolish not to fight back.

People want to talk to me about the 2018 Toyota C-HR.

Since I took possession of a Toyota Canada-supplied C-HR last Friday, more people have approached me to discuss the C-HR than any other car I’ve ever had the pleasure or displeasure of testing.

Naturally, I assume they’re not going to have kind things to say. Let’s be honest: the Toyota C-HR is not a conventional beauty. “It’s not mine,” I quickly declare to a couple examining the C-HR in the grocery store parking lot as I approach it, bags in hand. “You can say whatever you think.”

And then they do. But the words they speak are not in keeping with my expectations.

Mazda’s U.S. lineup has already suffered enough cutbacks, according to North American boss Masahiro Moro.

“I don’t have any intention to cut any nameplate right now,” Moro told Automotive News following a meeting of the National Dealer Advisory Council earlier in May.

This means the Mazda 6, often thought to be prime Death Watch material based on its low-volume status in the shrinking midsize sedan category, remains as firmly installed in the Mazda showroom as ever.

But where’s the Mazda 6’s replacement? Not on the immediate horizon.

It’s better than a 1937 Nash Lafayette, though fuel economy — in real world driving — seems to be slightly less, if I’m to believe the results of the Mobilgas Economy Run.

I’m referring to my great-grandfather’s 1937 (or ’38) Lafayette, a fixture of my mother’s otherwise carless childhood in postwar Baby Boom Alberta. What brought up this unlikely comparison, you ask? What could a technology-laden 2017 Ford F-150 King Ranch pickup possibly have in common with a six-cylinder Depression-era sedan?

Running boards. In my mother’s earliest memories, the running boards of her granddad’s car were fixed, spanning the distance between two fenders dulled by Prairie dust and providing easy access to the spartan cabin of a long-lived touring car. In the Ford’s case, they’re electrically operated, lowering into place upon the opening of any of the pickup’s doors, then receding out of sight below the rockers, propelled by engineering ingenuity and cash.

It’s an option I’ve always found ridiculous, especially in a climate where road salt is a depressing reality. I like a fixed board. Nothing fancy. However, to my mom, who I chauffeured to a Mother’s Day meal in the King Ranch, that feature alone was enough to make her consider pulling a bank job to meet the truck’s MSRP.

With this particular truck, payload capacity and off-road prowess is an afterthought.