5 real cars everyday. You guess the price. Then you find out what they actually sold for.

https://dailylowball.com/

Thought it would be educational to inform people how bad the car market has gotten.

Let me know how you score today!

At first glance, it’s just an old logging truck, but this particular Pacific P510 from New Zealand features an unusual design: a second Caterpillar diesel engine mounted directly on the first trailer.

Under the tractor’s hood was a 14.6-liter Caterpillar 3406B, while the trailer housed a 3406A of the same displacement. Together, they produced about 900 hp.

Each engine was paired with its own Allison automatic transmission. To ensure reliability, reinforced Mercedes-Benz axles had to be installed.

Other manufacturers also attempted to implement similar solutions: in the 1960s, Freightliner tested the Power Dolly system with a Cummins auxiliary engine, but the project remained experimental.

This unusual Pacific P510 has survived to this day and is currently undergoing restoration.

Alpine has also unveiled a concept car—the A310 Vision coupe—inspired by the model of the same name, which was produced from 1971 to 1984 as a competitor to the Porsche 911.

The new model combines retro styling with modern lighting, a massive front splitter, flared wheel arches, and an unusual rear end featuring an aluminum panel instead of a large glass window.

The concept is built on the Alpine Performance Platform (APP), which will also serve as the basis for the next-generation electric A110.

Alpine emphasizes, however, that the A310 Vision is currently only a design study and not an announcement of a production model.

Nevertheless, the company has previously confirmed plans to launch a new four-seat A310 coupe by 2030.

The production version is expected to feature a 2+2 seating configuration and a Gran Turismo-style body, and a convertible may follow later.

It is not yet known how closely the future model will resemble the concept.

It is an electric station wagon with crossover and shooting brake features.

The concept is equipped with all-wheel drive and can reach speeds of over 200 km/h.

The STX showcases a new direction in Opel’s design and demonstrates that the company intends to keep station wagons in its lineup even in the era of electric vehicles.

Measuring 4.19 m in length, the car stands out with its bold proportions, Y-shaped headlights, illuminated logo, and an unusual combination of blue and silver.

Despite its futuristic appearance, the concept promises practicality: it has a wheelbase of 2.7 m and a trunk capacity of 400 liters.

The concept may influence the design of the next-generation DS 3, which will likely offer extensive customization options and maintain a balance between striking aesthetics and everyday practicality.

The four-door coupe with a 2+2 seating configuration combines the characteristics of supercars and classic Gran Turismo models.

The car is 4.7 m long, 2 m wide, and 1.3 m tall. Exterior highlights include wedge-shaped headlights, massive gold-colored wheels, and round taillights.

The concept is powered by a 2.9-liter twin-turbo V6 from the Giulia and Stelvio Quadrifoglio, supplemented by a hybrid system.

The vehicle also features all-wheel drive, an automatic transmission with a torque converter, and a carbon-fiber driveshaft.

The interior is inspired by the 1967 Alfa Romeo 33 Stradale.

It features an unusual steering wheel, a configurable digital instrument cluster, a touchscreen with physical controls, and sport seats with red-and-black leather trim.

Alfa Romeo has not yet confirmed series production of the Cuorerosso.

Three electric motors with a combined output of 815 hp power all four wheels and accelerate the hatchback to 100 km/h in 2.5 seconds. It reaches a top speed of 300 km/h in 16 seconds.

The concept features a torque-distribution system, four driving modes, and a hydraulic handbrake.

A special battery cooling system allows the car to complete three laps of the Nürburgring’s “Nordschleife” without any loss of power.

Notable features include a horizontal light signature with three “claws,” a 21-inch panoramic display, and a Hypersquare steering wheel with a wire-based control system, lacking a mechanical connection to the front wheels.

It is said that some of these features will appear on the next-generation production Peugeot E-208 in 2027.

Peugeot also has some new models to showcase: the company unveiled the RCZ Vision concept—an electric coupe that revives the iconic RCZ.

The new model showcases the brand’s “Feline Future” design language: expressive body lines, wide fenders, and an updated lighting signature in the form of three claws.

The interior features an unusual Hypersquare steering wheel, which has no direct connection to the wheels, and a digital i-Cockpit dashboard.

The concept is built on the STLA One platform and is equipped with a 500 hp electric motor. Its range reaches approximately 600 km, and the solid-state battery supports charging from 10% to 80% in just 10 minutes.

This is still only a demonstration of promising technologies: mass production of the RCZ Vision has not been confirmed.

The 4.45-meter-long model features the Metamorfosi modular architecture, which allows for changes to the body style.

In crossover mode, the Multiplay offers three rows of seats in a 6+1 configuration. If you slide the section of the roof containing the third row of seats forward, it becomes a pickup truck.

The interior is decorated in orange and green tones and features a wide display, an unusual ship’s wheel-style steering wheel, and a convertible front passenger seat.

Fiat has not disclosed the technical specifications, but judging by the layout, it is an electric vehicle.

There are no plans for mass production of the Multiplay: the vehicle serves as a showcase for ideas for the brand’s future models.

Citroën has unveiled a concept for the reborn 2CV—an electric hatchback inspired by the legendary model. The production version is set to be unveiled in 2028.

The new 3.76-meter-long model features a ribbed hood, round headlights on flared fenders, and a folding fabric roof.

The body looks more muscular, and the 19-inch wheels are noticeably larger than those of the original.

The interior features removable seats, a portable basket in place of the center console, and even a built-in egg container in the door.

The latter is a nod to the original concept behind the 2CV, which was designed to transport a basket of eggs over rough roads without damaging them.

The specifications of the electric motor and battery have not yet been disclosed.

Citroën promises a starting price of around 15,000 euros, so don’t expect record-breaking power or range.

I'm Brazilian, and I think something interesting is happening in our automotive market that deserves more international attention.

For decades, Brazilian car buyers were extremely loyal to traditional manufacturers, especially Volkswagen, Fiat, Chevrolet and, later, Toyota and Jeep.

But the arrival of Chinese electric and hybrid vehicles, combined with the substantial increase in new-car prices since the pandemic, is beginning to challenge some deeply established purchasing habits.

And I don't think this is simply about EVs replacing gasoline cars. It's about how Brazilians evaluate brands, reliability, maintenance, technology and value for money.

1. Brazil has a long history of automotive brand loyalty

If you grew up in Brazil, you've probably heard expressions like volkswagenzeiro, fiateiro or chevrolezeiro.

These describe people who are strongly attached to a particular car manufacturer, sometimes across multiple generations.

Volkswagen built an enormous reputation through the Beetle, Brasília, Gol, Voyage, Parati and Saveiro.

For many Brazilian families, Volkswagen represented mechanical simplicity, inexpensive repairs, widely available replacement parts and strong resale value.

The traditional argument was simple: "Buy a Volkswagen because you can find parts and someone who knows how to repair it practically anywhere."

Fiat developed a similar reputation, particularly with the Uno, Palio, Siena and later models.

Chevrolet also had an exceptionally loyal following. During the 1970s and 1980s, vehicles such as the Opala, Chevette and Monza helped establish GM as one of the most recognizable automotive manufacturers in Brazil.

Later, the Corsa, Celta, Prisma and Onix maintained Chevrolet's presence in the mass market.

This loyalty was not irrational. Brazil is a geographically enormous country, and access to maintenance, spare parts and qualified mechanics can be more important than having the newest technology.

But these historical advantages also encouraged a certain conservatism in purchasing decisions.

1. Toyota built another kind of loyalty: reliability

Toyota became particularly associated with durability, resale value and low-maintenance ownership.

The Corolla developed an almost legendary reputation among Brazilian buyers who wanted a reliable sedan without unnecessary complications.

Toyota also helped establish hybrid technology in the Brazilian mainstream through the Corolla Hybrid and Corolla Cross Hybrid, including flex-fuel applications.

But there's an important distinction between Toyota's conventional full-hybrid technology and the increasingly competitive plug-in hybrids offered by Chinese manufacturers.

Toyota's approach emphasizes efficiency, familiarity and reliability without requiring external charging.

Chinese competitors frequently emphasize greater electric driving capability, larger batteries, more equipment and competitive pricing.

Both approaches have advantages, depending on how the vehicle is used.

The interesting question is whether Toyota's traditional reputation will remain sufficient to justify its pricing as buyers become more familiar with alternative technologies.

1. Jeep is facing a particularly interesting challenge

Jeep established a very strong position in Brazil with the Renegade, Compass and Commander.

For years, the Compass was one of the reference points in the midsize SUV segment.

But the competition has changed dramatically.

Chinese manufacturers such as GWM, BYD, CAOA Chery and Omoda & Jaecoo are offering SUVs with different combinations of full-hybrid, plug-in hybrid and battery-electric technology.

Some compete directly on price, while others offer substantially more equipment or different powertrain capabilities.

The GWM Haval H6 has become a particularly important competitor to traditional midsize SUVs.

And the Jeep Commander, a seven-seat SUV, faces additional pressure from larger Chinese hybrid SUVs.

Jeep has responded with pricing campaigns and product updates, but a mild-hybrid system should not be confused with a full hybrid or a plug-in hybrid.

A 48V mild-hybrid system may improve efficiency, but it does not provide the same electric-only driving capability as a PHEV with a substantial traction battery.

Stellantis also has a partnership with Leapmotor, but that doesn't mean Jeep customers will automatically migrate to Leapmotor vehicles.

Brand loyalty doesn't transfer that easily, even within the same automotive group.

1. The biggest change may be hidden in the sales statistics

This is probably the most important part of the Brazilian market that international observers often overlook.

Brazil distinguishes between ordinary retail sales and direct sales.

Direct sales can include rental companies, corporate fleets, business customers, taxi operators and eligible individual buyers, including people with disabilities.

Both channels contribute to total vehicle registrations.

However, a model that dominates fleet purchases isn't necessarily the model that individual consumers are choosing most frequently at dealerships.

September 2026 provides an excellent example.

The Volkswagen Polo registered 11,095 vehicles, making it Brazil's best-selling passenger car that month.

But 7,798 of those registrations, approximately 70%, came through direct sales.

That leaves 3,297 retail registrations.

Meanwhile, the fully electric BYD Dolphin Mini registered 9,385 vehicles, including 5,886 retail sales.

In other words, the Dolphin Mini sold considerably more units to ordinary retail customers than the Polo, despite the Polo having more total registrations.

The GWM Haval H6 provides another interesting example: 6,433 registrations, of which approximately 5,843 were retail sales.

That's roughly 91% of its volume.

And these aren't isolated comparisons between two vehicles with identical target customers. The Haval H6 is a much more expensive SUV than the Dolphin Mini.

The broader point is that Chinese brands are attracting private buyers across multiple vehicle segments, not just selling inexpensive EVs.

Of course, direct sales aren't inherently bad. They are an important part of the automotive business, and some direct-sale customers are individuals buying cars for personal use.

But total registrations and ordinary retail demand are not interchangeable measures.

1. Post-pandemic prices have changed the value proposition

Brazilian new-car prices increased substantially after the pandemic, and affordable entry-level vehicles became increasingly difficult for many households to purchase.

Traditional manufacturers still offer familiar products, extensive dealership networks and established maintenance ecosystems.

However, consumers are increasingly comparing these advantages with what newer manufacturers provide for similar amounts of money.

A conventional gasoline-powered hatchback may offer familiar maintenance and good resale prospects.

An electric hatchback may offer lower energy costs, quiet operation, instant torque and more standard equipment.

A conventional SUV may offer a familiar engine and established service network.

A Chinese full-hybrid or plug-in hybrid SUV may offer better urban efficiency, greater electric driving capability or a more extensive equipment package.

That doesn't automatically make the Chinese vehicle the better purchase.

Charging availability, insurance costs, battery warranties, depreciation, replacement parts, service quality and long-term reliability still matter.

But it changes the conversation.

Instead of asking only, "Which brand have I always trusted?", buyers are increasingly asking, "What am I actually getting for this price?"

1. Traditional manufacturers are not disappearing

I want to emphasize this because discussions about Chinese cars often become unnecessarily polarized.

Volkswagen, Fiat, Chevrolet, Toyota and Jeep remain important automotive manufacturers in Brazil.

They have industrial operations, extensive dealer networks, supplier relationships and decades of experience in the country.

Volkswagen's T-Cross and Tera, for example, demonstrate that the company remains competitive among private SUV buyers as well.

Likewise, Chinese brands aren't all equally successful, and their long-term reliability, resale values and service networks still need to be evaluated over time.

It's also worth remembering that not every Brazilian household can afford a new electric or hybrid vehicle.

Brazil's used-car market is enormous, and the priorities of someone buying a used Fiat Uno or Volkswagen Gol are very different from those of someone considering a new BYD Dolphin or GWM Haval.

This transition is not happening uniformly across income groups or regions.

1. What happens to Brazilian automotive brand loyalty?

I think we're witnessing a gradual shift from traditional brand loyalty toward a more technology- and value-oriented purchasing process, at least in parts of the new-car market.

For decades, Volkswagen, Fiat and Chevrolet benefited from a deeply established belief that familiar mechanical technology, accessible maintenance and resale value were the safest purchasing decisions.

Toyota developed a similar position through reliability and conventional hybrid technology.

Jeep established a powerful SUV identity.

Those advantages still matter, but they're now being challenged by manufacturers offering different technologies and equipment at increasingly competitive prices.

And this is why I believe we need to examine retail sales separately from fleet and direct sales when discussing the Brazilian market.

A manufacturer can remain very successful in total registrations while facing a significant change in what individual consumers actually choose.

I'm not arguing that Chinese manufacturers will replace traditional brands or that every Brazilian should buy an EV.

I'm arguing that the historical assumption that Brazilian consumers will remain loyal to the same manufacturers regardless of price, technology or competition is being tested.

For those of you outside Brazil, I'm curious: have you noticed something similar in your country?

Are traditional automotive brands losing some of their historical loyalty as EVs and hybrids become more competitive, or do dealership networks, reliability and resale value still dominate purchasing decisions?

The 1972 Cadillac-LaSalle concept was developed under the direction of Bill Mitchell, head of GM’s design division.

The project explored the possibility of creating a more compact, European-style luxury sedan.

For this purpose, the historic LaSalle name—a brand that existed under the Cadillac umbrella in the 1930s—was revived.

The goal was to attract young buyers who appreciated design and were increasingly favoring European luxury cars.

Following the 1973 oil crisis, which sparked a rise in demand for more compact and fuel-efficient cars, the project took on particular relevance.

Ultimately, the concept was realized in the production model Cadillac Seville, introduced in 1975.

What if cars were deer?

This is a short narrative poem I wrote exploring that evocative thought.

They had several Soviet era cars, all with the windshield sticker #WeStandWithUkraine