By on February 26, 2019

2018 Jeep Wrangler Unlimited front quarter

2018 Jeep Wrangler Unlimited Rubicon

2.0-liter turbocharged hybrid I4 (270 hp @ 5,250 rpm, 295 lb-ft @ 3,000 rpm)

Eight-speed automatic transmission, four-wheel drive

22 city / 24 highway / 22 combined (EPA Rating, MPG)

10.9 city / 10.0 highway / 10.5 combined (NRCan Rating, L/100km)

19.9 (observed mileage, MPG)

Base Price: $42,940 US / $51,990 CAD

As Tested: $58,990 / $65,140 CAD

Prices include $1,495 destination charge in the United States and $2,595 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.

I want first to apologize to the Jeep owners of northern Columbus, and by extension all brethren of the seven-slot grille everywhere. In my week driving this 2018 Jeep Wrangler Unlimited, I neglected to properly wave in most cases.

It’s a Jeep thing, and apparently I don’t understand.

I suppose it’s an ethical thing — can I be a properly unbiased journalist if I gonzo myself into the Jeep subculture? Moreover, is this, a Jeep Wrangler with a hybrid system, a proper Jeep?

2018 Jeep Wrangler Unlimited profile

No, I’m not kidding. Jeep hasn’t highlighted the hybrid system in marketing this new powertrain, preferring use of the less-specific “eTorque” moniker. Mated to a 2.0-liter turbocharged four-cylinder (related to the Alfa Romeo Giulia four), the hybrid system allows for automatic stop-start, regenerative braking, and engine cut-off during coasting, while adding a bit of torque to the already stout mill.2018 Jeep Wrangler Unlimited front

Interestingly, the peak horsepower of this turbo engine is rather close (270 hp to 285 hp) to the 3.6-liter Pentastar V6, but the torque is a more noticeable difference. The turbo produces 295 lb-ft at 3,000 rpm, while the V6 can only manage 260 lb-ft at a relatively high 4,800 rpm.

2018 Jeep Wrangler Unlimited rear

I discussed the engine mix with Trevor Dorchies, manager of product communications at Jeep, and he tells me that 40 percent of new Wrangler customers choose the 2.0-liter turbo, likely due to the combination of additional torque and slightly improved fuel economy. Unfortunately for purists, opting for the four-cylinder removes the option of a manual transmission.

My testing, while obviously not under rigorous controlled situations, revealed fuel economy that wasn’t spectacular. While the EPA rates this combo at 22 mpg combined, I only managed 19.9 mpg. Much of my drive was limited to two-lane roads under 50 mph, with a significant portion shifted into four-wheel drive high range due to a larger-than-expected snowstorm. With a better mix of highway driving and less crappy weather, I’d expect a better economy result.

2018 Jeep Wrangler Unlimited dashboard

The start-stop system worked quite well, other than one minor annoyance. When the engine did restart while still sitting at a long light, it did so with a palpable lurch. It was never audible, but I’d feel a slight bump, as if the Jeep had been tapped on the bumper. Considering the awful roads and the awful drivers (seriously, I saw a driver stuck trying to ascend an icy hill, foot to floor, smoking a front tire, sawing at the wheel with one hand and phone firmly in ear with the other), I honestly thought I had been bumped in the rear a couple of times. It’s something I’m sure I’d get used to after a short while.

2018 Jeep Wrangler Unlimited front seat

If you look at Jeep’s build and price tool, the turbo engine is listed as a thousand-dollar option over the V6. That’s a bit misleading, however, as the eight-speed automatic is required when selecting the turbo — that’s another two grand, making the hybrid a three thousand dollar proposition. The eight-speed shifts smoothly, and I never noticed it hunting for a ratio. But many Jeep buyers seem to be the sort to shift for themselves, and that option can knock a few grand off the top of the eye-popping sticker on this well-equipped Rubicon trim.

2018 Jeep Wrangler Unlimited rear seat

Speaking of big money, my tester was equipped with the Sky One-Touch power top — basically a sliding soft sunroof for the removable hard top. It’s a lovely option, since lowering a Jeep soft top can be a time-consuming endeavor. A button press and the top slides back, while the rear quarter windows can be removed rather easily for a good open-air experience. If you’ll notice the white stuff on the ground, however — you can imagine that I spent very little time with the top retracted.

2018 Jeep Wrangler Unlimited center stack

Even with windows and top closed, the Sky One-Touch power top doesn’t eliminate road noise like most SUVs — the rush of wind and of other traffic noise will be noticeable, but muted. As the top is a $3,995 option, I’d suggest test driving several different top types before committing yourself and your new car loan.

2018 Jeep Wrangler Unlimited dashboard

Driving the Jeep Wrangler Unlimited is a much better experience than the few older-generation Wranglers I’ve experienced. Other than a slight bounciness to the ride, which is to be expected from the combination of stiff off-road focused springing and tall sidewalls, the Jeep drives quite nicely on road. It’s not a sports car, but it’s much more willing to change direction at the whim of the driver, rather than that of a loose steering box and sloppy knobby tires often found on older Jeeps.

Basically, what I’m saying is if you’ve only experienced older, more agricultural Jeeps, you owe it to yourself to drive the new JL-chassis Wrangler. A few bad experienced turned me off the brand, but this new design has turned me around.

2018 Jeep Wrangler Unlimited gauges

Were I to build my own Wrangler Unlimited — and yes, I’d choose the four-door Unlimited over the two-door model since I’m quite often hauling the family and need the rear-seat legroom — I’d likely choose the Sport S trim, V6, manual. Sport S gives me the option of the $995 bigger touch screen with Apple CarPlay and Android Auto, as well as 17-inch alloy wheels, the $595 limited-slip rear differential, and $995 active safety group (blind-spot and cross-path detection, mostly). All in, I’d be driving a well-equipped four-door Wrangler for just under $39k.

And yes, I’d choose the teal — Bikini Pearl, Toledo calls it.

2019 Jeep Wrangler Unlimited Bikini Pearl Screenshot

Were I to choose the automatic transmission, there’s no question I’d spring for the hybrid four-cylinder. The low-end torque is addictive. My wife hates driving a manual, and I’m pretty certain I’d have to fight her for the keys, so realistically my imaginary teal Jeep Wrangler Unlimited would be a green hybrid.

You can tell the uppity neighbors that it’s just like a Prius.

2018 Jeep Wrangler Unlimited badge

[Images: © 2019 Chris Tonn/TTAC, screenshot via]

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58 Comments on “2018 Jeep Wrangler Unlimited – The First-ever Cool Hybrid...”

  • avatar

    I have to admit the 4-door is growing on me. And that teal, wow! I guess 22 mpg city isn’t bad, considering, but I’d probably save the coin and take the Pentastar.

    • 0 avatar

      My only problem with Pentastar is that it comes from Mexico. But I am totally sold on this car with v6 and MT. I wish my wife would want to drive it with MT. Because she doesn’t want MT, I don’t bother to buy it. She likes JGC though. eh, I am not going to risk long term durability with Italian turbo engine and complexities, especially after seeing Jiulia having all sorts of issues.

      • 0 avatar

        You might want to double check where the Pentastar engine in the Wrangler comes from, as two of the three engine plants that produce that mill are located in Michigan. I honestly don’t know which factory they are sourced from, but Trenton and Detroit are a lot closer to Toledo than is Saltillo.

  • avatar

    Now bring us the V8 Wrangler so I can buy a new off-roader.

    • 0 avatar

      Given that the Wrnagler production line is near capacity and they have a high take rate on a 4cyl hybrid my guess is you will never see a V8 wrangler rolling out of the Toledo plant. They already take a CAFE hit with the V6 (part of the reason I’m sure they started throwing rebates at the hybrid) v8 would likely make it worse.

    • 0 avatar

      A proper V8 Wrangler would print money. They need to make it happen.

      Develop a 4.0L-4.5L V8(325HP/300+TQ) for the midsized Ram and throw it in the Wrangler. Make the Wrangler Great (again?)!

    • 0 avatar

      YES. No Hemi no sale. That’s why I’ve been right on the edge of buying a new Wrangler several times. But if I pay full pop and don’t get the rig I want, then I lose.

  • avatar

    A few months ago at least here in the North East they were offering a $800 rebate on the hybrid. That may have juiced sales a bit. At a $200 upcharge the gas savings actually kind of pencil out.

  • avatar

    Love that teal, not sure I’d want a hybrid off-roader with the extra battery weight

  • avatar
    cimarron typeR

    I know avg car prices is over 30k but 40k for a base model is steep. We’ve posted before, someone needs to bring back the Samurai or Tracker.Also, I can’t imagine having to use the recommended 91 octane in a jeep

  • avatar
    SCE to AUX

    Those prices are a joke – must be a Jeep thing.

    • 0 avatar

      They’re ridiculously expensive when optioned out. Even the JL I’m about to buy, a 2-door Rubicon with only a few options checked, comes out to just under $39k. They’re selling for 6-7% under invoice if you look in the right places (11-12% under MSRP). As a former YJ and TJ owner it’s hard to feel sorry for consumers though, because they’re paying all this money for things that a traditionalist like me believes don’t belong on a Wrangler:

      2 doors too many
      Remote start
      Power EVERYTHING!
      Power top! (are you freaking kidding me?)
      Even LARGER infotainment touch screen
      Adaptive cruise control
      All kinds of safety stuff
      Fancy turbo-4
      Super premium upgraded sound system

      I just can’t relate to wanting all this extra crap on a Jeep. If I could order my JL Rubicon with crank windows, no remote start, no backup camera, etc. I would delete that stuff in a heartbeat and bring the price back down to a reasonable level. But it’s all standard now.

      Hopefully the new Bronco and upcoming Defender will throw some cold water on FCA and lead to some new incentives and a pause on the price hikes. The leap in price from the JK to the JL was astronomical.

      • 0 avatar

        Some, but by no means all, of those ‘standard equipment’ items are mandated by law–especially the safety nannies and the rear-view camera.

        That said, not all–not even most–modern Jeep drivers are purists such as yourself. When they’re not out in the dirt, they want their entertainment and at least a reasonably comfortable ride. And while I agree the electric top is a little over the top, how often does that top come down anyway? I got to the point of leaving my top up but just taking out all the windows (or rolling them down) to get the open air without blinding myself every time I faced anywhere within about 60° towards the sun, even at (or especially at) noon. I’m not a fan of the permanent hard top but there are times when a bikini top is more functional than an open top.

        And believe me, the new Bronco is going to be priced right up there with the Wrangler–at least at base level–and I’m not betting that it will have a removable top.

  • avatar

    $60,000 ! ?

    Sixty Thousand Dollars.

    Are you [email protected]#& ing High?

    • 0 avatar

      Yeah, you can run the price up on Wranglers really fast. They set it up to where just about everything is an add on.

      My dad’s Sport with the turbo engine and automatic cost him around 30k, I believe. 30 grand worth of options is silly.

    • 0 avatar

      Agreed….that’s Lexus territory. Optioned to that level they’ll be fashion statements driven to the mall. Hard to believe someone would bang rocks and jump stumps at $60k.

  • avatar

    Not on your life. And 40% take rate? That doesn’t pass the sniff test by at least a country mile. The return on investment for a couple measly mpgs for a guaranteed big repair bill once the batteries fail and the electrical gremlins show up isn’t even close to being there. How many Wrangler owners current or potential care one iota over mpgs or carbon footprints? Wrong vehicle, wrong buyer to go pandering to the greenies. Wranglers are the most modified and upgraded vehicles on the road. What happens when bigger tires, deeper gears and engine mods are added? How’s that hypersensitive computer going to react? I guarantee that anyone who isn’t a mall crawler or poser will avoid this like the plague but how long will fragile electronics last with regular offroad use?

    The absolute DUMBEST line is the one referencing appeasement of the eco-snobs. Seeking the approval of smug unhappy people you don’t even like is step one on how to fail at life.

    • 0 avatar

      The market for Wranglers has expanded. You have a lot of regular SUV buyers coming into the buyer pool. My guess would be the # of buyers who still offroad new wranglers is still similar but as a percentage of total buyers has probably fallen over the years.

      • 0 avatar

        I read some years back the Wrangler was one of the highest traded vehicles in 12 mo because so many who bought them didn’t understand “what it was” so-to-speak and didn’t care for the coarse drive, NVH, poor mileage etc.

        • 0 avatar

          I’m sure some of it is but it really dosen’t matter much because of the line of people waiting to buy used wranglers is long the resale is great.

          Which actually might be part of the turning in thing if you look at Wrangler discussions online you see lots of guys trading in early to get different options or trim levels. Why because the resale is good enough that they don;t take much of a hit. Full size pickups are similar you see a lot of guys online doing multiple trade-ins within a few years till they settle on a package they like. Only works with high resale thou.

          • 0 avatar

            I can tell you the resale is great! I traded in a 9-year-old JKU for a Renegade with automatic (for my wife) and got more than 50% of what I originally paid as trade-in.

    • 0 avatar


      >What happens when bigger tires, deeper gears and engine mods are added? How’s that hypersensitive computer going to react?

      Jeep engines have been computer controlled for a long time now, not sure I understand what problem you are anticipating the mods would introduce that the computers wouldn’t have had anyway?

      >I guarantee that anyone who isn’t a mall crawler or poser will avoid this like the plague but how long will fragile electronics last with regular offroad use?

      Lots of “fragile electronics” controlling the engine already.

      >The absolute DUMBEST line is the one referencing appeasement of the eco-snobs. Seeking the approval of smug unhappy people you don’t even like is step one on how to fail at life.

      You ain’t sounding too happy yourself, is everything going ok in your life? Why not have the most efficient Jeep you can have? I’m sure FCA didn’t decide on a hybrid version just for “appeasement of the eco-snobs”, curious why this particular option seems to upset you so much, if you don’t like it, don’t buy one, LOL.

      • 0 avatar

        Since when is ‘efficiency’ a selling point for Jeeps? Or did you misspell ‘Kia’ or ‘Honda’ or something? And are you seriously suggesting that anyone spending $60K on a rig cares about 2-3 mpgs?

    • 0 avatar

      From a longevity perspective, I’d be more worried about the goofy $4,000(!) Skyslider-style roof over the turbo engine.

      However, if it was my money I think I’d still go with the V6. The recommended 91 octane on the 2.0T will take away basically all the fuel savings and I’m comfortable enough putting my foot down that the torque difference wouldn’t be a dealbreaker.

      • 0 avatar

        ajla, exactly. I wouldn’t tick the option box for that power roof if it took $500 OFF the price. At $4000 it’s just an extremely expensive liability. And I’m getting the Pentastar for a multitude of reasons but the primary one is that the I4 isn’t available in stick, disqualifying it immediately. I like my Wranglers standard.

  • avatar

    Too many assumptions in these comments–especially those assuming automatic failure of engine and/or transmission. Clearly these people don’t know FCA as well as they claim.

  • avatar

    I literally wrote the book on automotive etiquette including the jeep wave. tell me where to get you a copy and I’ll send it to you so you don’t accidentally disrespect my ohio brethren next time!

  • avatar

    You forgot to mention weight, as usual. 4549lb, quoth Road and Track, might explain why its fuel economy isn’t much better than a 4-cylinder 4Runner from a quarter century ago.

    That rear interior looks rather spartan for the weight and price.

    Are we seeing a revival of 90’s teal (soon with purple)? I admit it does look good here.

  • avatar

    Spending $60k for a few more MPG from Fiat… no thanks. Jeep will sell a ton of these WITHOUT the eco credentials

  • avatar

    My dad bought one of these turbo eTorque Wrangler Unlimiteds a couple of months ago.

    He hand calculates fuel mileage pretty frequently. On a recent trip from Pennsylvania to Florida, he averaged 23 or 24 MPG. He said he had a high tank of 26 if I recall. Amazing for this kind of vehicle. He’s getting over 20 in city traffic.

    He traded a last-gen V6 manual version WU. He’s a confirmed stick shift driver, but tells me the new mild hybrid turbo JL is light years better than the prior JK. Feels peppier off the line, and when passing. All around superior powertrain, according to him, having owned V6/man and I4t/auto/etorque.

    His old WU was lucky to break 20 mpg if you were lucky, and generally averaged around 18-ish.

    He’s getting essentially the same MPG with his Wrangler Unlimited as I am with a Scion xB. Wow.

    • 0 avatar

      Hey syncro, what year was his JK? If it was an ’11 or earlier with the 3.8L V6, pretty much anything is going to be miles better than that turd of an engine.

      I’m shopping for a JL right now, looking at getting a 2 door Rubicon. But it has to be standard transmission for me so the i4 is out. Improved performance off the line or not, I’d probably still get the Pentastar because I intend to keep the Jeep indefinitely and need the most reliable engine with the most parts available and the Pentastar fits that bill.

      • 0 avatar

        2017. He said the gearing was poorly matched to the torque band of the V6. I never thought he’d buy an automatic, as he’s a dyed in the wool manual guy, but I just talked to him the other day and he said the turbo auto JL is orders of magnitude better than his prior Jeep.

        I haven’t driven any of the variants, but according to my dad, who has, the turbo four auto drives better than the V6 auto by a small margin, and far better than the manual. He thought the 2017 manual V6 unlimited was a dog. The funny thing about this is that one of their other cars is a Prius, which he likes. So if they call a car a dog, it probably is, since they drive the ultimate dog, speed wise. lol

  • avatar

    “You can tell the uppity neighbors that it’s just like a Prius.”

    This is a terrible idea, but not for the reason most people think.

    Back around 2005ish, GM marketing essentially tried the same thing with the 1st “Malibu Hybrid”. I put this into quotes because it was a belt-alternator-starter (BAS) e-assist system with a 36V traction battery (like a golf cart battery), not a real hybrid. GM was laughed off the green car block, until the Chevy Volt concept debuted.

    Why did this happen?

    First, a real hybrid is able to move the car on just the battery, if only for a short distance. BAS systems are perfectly worthwhile fuel saving technology, but they’re just not in the same league as Toyota’s Hybrid Synergy Drive.

    Second, GM learned from their market research that many hybrid drivers like to make an environmental statement. But they didn’t problem deeply enough to realize that environmentalists can read the MPG sticker in the window, and environmentalists assume everyone else does too. So, accordingly, GM plastered their Malibu Hybrid (not-really-hynrid) and Tahoe Hybrid (really, really) vehicles with giant lime green “hybrid” stickers — because, statement. They shouted as loudly as they could that it was just as good as a Prius. But, 20MPG and 33MPG are not 50MPG, and so these vehicles weren’t taken seriously by the green car community.

    The e-torque system is closer to a BAS system than the HSD, and so marketing it the way they do is the right call for Jeep, lest they repeat GM’s self-inflicted errors.

    That said, I’m eagerly following the rumors of a plugin hybrid JL (or JLT?). I’m fascinated by Jeeps, but I can’t rationalize owning one. But a Wrangler PHEV might make a good “midlife crisis” vehicle. :-)

    • 0 avatar

      The 2-mode system used in the Tahoe was most certainly a “real” hybrid.

      • 0 avatar

        Yes, the 2-mode system was a real hybrid. It looks like I bungled my parens when I was editing it. My apologies.

        But 20MPG wasn’t real fuel efficiency.

        So the Tahoe Hybrid wasn’t laughed off the block the way the Malibu Hybrid was.

        But it didn’t sell in Prius-like numbers, either, because the easiest way to beat its MPG was to buy a smaller vehicle (with or without a hybrid powertrain). Still, most everyone eventually come around to the notion that the Tahoe Hybrid was a good idea, assuming it was used for tasks which actually required such a big vehicle.

        The way they narketied that thing still eft the impression that GM thought green car hippies couldn’t read the MPG sticker. But that’s probably because nobody at GM read them at that point…!

        The Volt was a real turning point for GM’a reputation in the green car community.

        • 0 avatar

          I’m not sure how they have held up over time, but 20MPG out of a 6.0L 4WD large SUV circa 2008 was pretty great considering its competition was all rated at 15 or less.

          That said, I do agree with your overall point that GM misread the hybrid market back then (the stickers and badging was especially overkill). They would have been better off letting the Tahoe get 15MPG and building something else that could get 50.

          • 0 avatar

            Of course those who really care about efficiency *should* know that improving a 15 mpg SUV to 20 mpg saves more fuel than swapping a 33 mpg compact for a 50 mpg Prius. It’s just not as easy to market.

          • 0 avatar

            I think of it this way. If Toyota made a C-HR with a 0-60 time of 7.3 seconds instead of 11.0, that’s a bigger improvement than if the Charger R/T went from its current 5.1 down to 4.6. But, I know which change I’d care more about.

            I don’t think GM actually planned on Prius intenders going for the 2-mode SUVs, but they were still playing to a market that didn’t really exist.

          • 0 avatar

            Green car hippies can do math, and the argument you’re making (about how moving from 15-18MPG to 20MPG saves more fuel than moving from 45-48MPG to 50MPG) was discussed extensively at the time. Largely by nerdy green-minded engineers who can do math lectureing to the moonbeam types. But, hey, it was covered. Your argument is solid.

            But the point remains that you can easily beat the efficiency of a Tahoe Hybrid by moving to a smaller (and cheaper) vehicle, while retaining most of the capabilities of the Tahoe. Most of the engineering types just bought right-sized vehicles for their intended purposes.

            And, of course, if hypermiling is your idea of a good time, you start with the most efficient car you can buy (not the Tahoe Hybrod) and then you optimized that car for fuel efficiency (both through driving technique and mods). These guys weren’t going to buy the Tahoe Hybrid, either because of the absolute fuel consumption numbers. Most of them were buying Prii.

            So, yeah, the Tahoe Hybrid does save a lot of fuel over the regular Tahoe — but only if you really need a Tahoe so badly that no other vehicle will do.

    • 0 avatar

      And “uppity” is an immensely loaded term best avoided by everyone.

      It’s hate-filled past makes jocular use dumb & dangerous.

    • 0 avatar

      P.S. I test drove a Honda Clarity PHEV (plugin hybrid electric vehicle) last night. It’s basically the same series-hybrid architecture as the Chevy Volt, and has similar performance — except with that Honda goodness baked in. I liked it a lot, except that I don’t need a sedan, and my wife keeps telling me that she’s happy with her Civic + Honda Sensing.

      The same PHEV drivetrain in a Honda 3-row CUV would be irresistible to me, since I happen like Honda.

      One thing that would take some getting used to is that, when running in series hybrid / battery hold mode, the gas engine runs all of the time at what sounds like a pretty-fast-idle. It’s a little disconcerting to hear the engine running that fast at a stoplight — and the gas engine does speed up a bit (CVT-style) when you accelerate quickly. I’d get used to it in 2-3 days, but I didn’t understand why it was running that way until I looked up the powertrain architecture.

      Still, nice car. If they’d had a Honda Pilot PHEV with some towing capacity, I’d have been telling you about my new car in this comment. A Jeep Wrangler PHEV would be quite tempting.

    • 0 avatar

      “First, a real hybrid is able to move the car on just the battery, if only for a short distance. BAS systems are perfectly worthwhile fuel saving technology, but they’re just not in the same league as Toyota’s Hybrid Synergy Drive.”
      — False. You are describing a plug-in hybrid. The original Prius did not have that ability and many still don’t; the engine has to provide almost all of the power, with a relatively small battery adding to the torque to reduce overall fuel consumption during acceleration. They might have had the ability to move the car a hundred feet or so, but they did NOT have it programmed in to do so.

      • 0 avatar

        Plug-in means it can get charged off the grid. That has nothing to do with its capabilities once charged. 2g Prius can drive a considerable distance without the ICE, but it needs the ICE to charge the battery.

        A manual-trans car with no clutch interlock is technically a mild hybrid. Add a trickle charger and it’s technically a plug-in one too.

        • 0 avatar


          My first car was a hybrid – 1968 Ford Thunderbird – 429 4-barrel, automatic transmission (this was in the early 80’s).

          I ran out of fuel cresting the top of a hill (ICE was programmed to shut down in this condition). Time and un-amazing engineering had taken their toll on the neutral start switch (my particular vehicle would crank in Drive). Remembering this, I keyed the starter a few times, with appropriate pauses in between. Combined with forward momentum, this was enough to get me to the top of the hill and into the driveway of my destination (I was really close when the engine cut out, but I wouldn’t have been able to push the car forward myself and I was on a blind curve).

          The starter motor wasn’t thrilled, but it did the job – thank you Charles Kettering!

      • 0 avatar

        Yes a “real” Hybrid is able to move the car a short distance with the engine stopped. It has nothing to do with it plugging in or not. Yes it is usually under a mile from a “fully” charged battery until the engine will come on to recharge it, but it is still capable of powering the vehicle by itself. These lame BAS systems can not do that and can’t shut the engine down while the vehicle is in motion.

  • avatar

    The first-ever cool hybrid?

    What about the whole batch of hybrid super cars that came out a few years ago?

    Maybe you meant first cool AND accessible hybrid? Even still, the price is a bit too high for that.

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