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In Less Than a Year, You'll Regret Not Having Bought These 6 Used Cars

In Less Than a Year, You'll Regret Not Having Bought These 6 Used Cars

Yahoo13-02-2025

Everyone has one or two things they regret not doing, but losing out on a money-saving deal might be at the top of the list for most of us. This can apply to all kinds of purchases, though most notably cars.
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Each year, new models and makes hit the market, enticing consumers to get the most bang for their buck. However, the used car market is also thriving with discounts and markdowns, all of which should be taken advantage of promptly.
Are you in the used car market? If not, maybe you should after checking out the best used American cars you'll regret not buying by this time next year. Here, GOBankingRates lists some of the best buys this year in the used car market.
Starting MSRP: $49,995
The electric truck market was nothing before the F-150 Lightning came along. Its efficiency hits up to 320 miles in range, its power can reach 580 hp in the extended-range version and tow almost 10,000 lbs. Combine that with this year's federal tax credit and save nearly $7,500.
The smart financial move would be to purchase an F-150 Lightning in the next few months because after that, tax incentives will likely go down and demand could increase, meaning the price will go up.
Trending Now:
Starting MSRP: $106,440
The Tesla Model S Plaid is another cutting-edge electric vehicle that comes equipped with a tri-motor under the hood that can kick up to 1,000 horsepower and reach 0-60 mph in under 2 seconds. That's power and then some.
If you are a gearhead and tech connoisseur, you'll love the cinematic display and automatically downloaded software updates, not to mention the full self-driving capability.
Considered a benchmark in the EV landscape for performance and advanced tech, not buying one now means you could pay more in the future for a Tesla Model S Plaid.
Starting MSRP: $58,590
The electric revolution continues with the first non-gas powered SUV from Cadillac. For those worried about getting stuck on the road, fear not. The Cadillac Lyriq comes decked out with fast-charge capabilities that can get you up to 312 miles of range. That means it's great for long road trips or just driving around town for errands.
Cadillac debuted the Lyriq as a representation of the brand's future, highlighting a transition to an all-electric lineup, with more on the way. By purchasing this vehicle in 2024, you could benefit from not only potential appreciation, but also getting in on the ground floor of a new wave of electric SUVs.
Starting MSRP: $65,895
According to Car and Driver, the Chevrolet Corvette C8 has 'supercar performance, an affordable price tag, and flashy styling' that 'honors the nameplate's decades-old status as an automotive icon–but with a mid-engine twist.'
That twist comes in the form of 495 horsepower that can get 0-60 mph in under 3 seconds. Throw in an infotainment system with the latest technology-including a digital driver display, and performance tracker — for a classic car built for the modern road.
Not buying a C8 in 2024 could mean regretting not having one of the best performance vehicles at a reasonable price on the used car market.
Starting MSRP: $92,495
The 2023 Jeep Grand Wagoneer is an SUV loaded with luxury. That said, it doesn't skimp on the driving experience, powered by V8 engines backed up by off-road capabilities Jeep is known for.
A full suite of features for driver's assistance is just the beginning of the high-class ride. Put it into the mix with the latest tech like the McIntosh audio system and a 12-inch touch screen and you've got a Jeep like no other.
The Grand Wagoneer is one of the most technologically advanced American SUVs on the market that you will want parked in your garage.
Starting MSRP: $59,565
If you are a fan of muscle cars, the Mustang Dark Horse is the next step up. Featuring a 500 hp 5.0L V8 and track-focused upgrades, the Dark Horse is a classic ride powered by unparalleled performance.
It's one of the last non-electric Mustangs out there, with only a few produced to be sold at the market. You might want to own a slice of American muscle car history before it is too late.
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This article originally appeared on GOBankingRates.com: In Less Than a Year, You'll Regret Not Having Bought These 6 Used Cars

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How to Assess the Damage of the Iran Strikes
How to Assess the Damage of the Iran Strikes

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How to Assess the Damage of the Iran Strikes

In August 1941, the British government received a very unwelcome piece of analysis from an economist named David Miles Bensusan-Butt. A careful analysis of photographs suggested that the Royal Air Force's Bomber Command was having trouble hitting targets in Germany and France; in fact, only one in three pilots that claimed to have attacked the targets seemed to have dropped its bombs within five miles of them. The Butt report is a landmark in the history of 'bomb damage assessment,' or, as we now call it, 'battle damage assessment.' This recondite term has come back into public usage because of the dispute over the effectiveness of the June 22 American bombing of three Iranian nuclear facilities. President Donald Trump said that American bombs had 'obliterated' the Iranian nuclear program. A leaked preliminary assessment from the Defense Intelligence Agency on June 24 said that the damage was minimal. Whom to believe? Have the advocates of bombing again overpromised and underdelivered? Some history is in order here, informed by a bit of personal experience. From 1991 to 1993 I ran the U.S. Air Force's study of the first Gulf War. In doing so I learned that BDA rests on three considerations: the munition used, including its accuracy; the aircraft delivering it; and the type of damage or effect created. Of these, precision is the most important. World War II saw the first use of guided bombs in combat. In September 1943, the Germans used radio-controlled glide bombs to sink the Italian battleship Roma as it sailed off to surrender to the Allies. Americans developed similar systems with some successes, though none so dramatic. In the years after the war, precision-guided weapons slowly came to predominate in modern arsenals. The United States used no fewer than 24,000 laser-guided bombs during the Vietnam War, and some 17,000 of them during the 1991 Gulf War. These weapons have improved considerably, and in the 35 years since, 'routine precision,' as some have called it, has enormously improved the ability of airplanes to hit hard, buried targets. Specially designed ordnance has also seen tremendous advances. In World War II, the British developed the six-ton Tallboy bomb to use against special targets, including the concrete submarine pens of occupied France in which German U-boats hid. The Tallboys cracked some of the concrete but did not destroy any, in part because these were 'dumb bombs' lacking precision guidance, and in part because the art of hardening warheads was in its infancy. In the first Gulf War, the United States hastily developed a deep-penetrating, bunker-busting bomb, the GBU-28, which weighed 5,000 pounds, but only two were used, to uncertain effect. In the years since, however, the U.S. and Israeli air forces, among others, have acquired hardened warheads for 2,000-pound bombs such as the BLU-109 that can hit deeply buried targets—which is why, for example, the Israelis were able to kill a lot of Hezbollah's leadership in its supposedly secure bunkers. The aircraft that deliver bombs can affect the explosives' accuracy. Bombs that home in on the reflection of a laser, for example, could become 'stupid' if a cloud passes between plane and the target, or if the laser otherwise loses its lock on the target. Bombs relying on GPS coordinates can in theory be jammed. Airplanes being shot at are usually less effective bomb droppers than those that are not, because evasive maneuvers can prevent accurate delivery. The really complicated question is that of effects. Vietnam-era guided bombs, for example, could and did drop bridges in North Vietnam. In many cases, however, Vietnamese engineers countered by building 'underwater bridges' that allowed trucks to drive across a river while axle-deep in water. The effect was inconvenience, not interdiction. Conversely, in the first Gulf War, the U.S. and its allies spent a month pounding Iraqi forces dug in along the Kuwait border, chiefly with dumb bombs delivered by 'smart aircraft' such as the F-16. In theory, the accuracy of the bombing computer on the airplane would allow it to deliver unguided ordnance with accuracy comparable to that of a laser-guided bomb. In practice, ground fire and delivery from high altitudes often caused pilots to miss. When teams began looking at Iraqi tanks in the area overrun by U.S. forces, they found that many of the tanks were, in fact, undamaged. But that was only half of the story. Iraqi tank crews were so sufficiently terrified of American air power that they stayed some distance away from their tanks, and tanks immobilized and unmaintained for a month, or bounced around by near-misses, do not work terribly well. The functional and indirect effects of the bombing, in other words, were much greater than the disappointing physical effects. Many of the critiques of bombing neglect the importance of this phenomenon. The pounding of German cities and industry during World War II, for example, did not bring war production to a halt until the last months, but the indirect and functional effects were enormous. The diversion of German resources into air-defense and revenge weapons, and the destruction of the Luftwaffe's fighter force over the Third Reich, played a very great role in paving the way to Allied victory. At a microlevel, BDA can be perplexing. In 1991, for example, a bomb hole in an Iraqi hardened-aircraft shelter told analysts only so much. Did the bomb go through the multiple layers of concrete and rock fill, or did it 'J-hook'back upward and possibly fail to explode? Was there something in the shelter when it hit, and what damage did it do? Did the Iraqis perhaps move airplanes into penetrated shelters on the theory that lightning would not strike twice? All hard (though not entirely impossible) to judge without being on the ground. To the present moment: BDA takes a long time, so the leaked DIA memo of June 24 was based on preliminary and incomplete data. The study I headed was still working on BDA a year after the war ended. Results may be quicker now, but all kinds of information need to be integrated—imagery analysis, intercepted communications, measurement and signature intelligence (e.g., subsidence of earth above a collapsed structure), and of course human intelligence, among others. Any expert (and any journalist who bothered to consult one) would know that two days was a radically inadequate time frame in which to form a considered judgment. The DIA report was, from a practical point of view, worthless. An educated guess, however, would suggest that in fact the U.S. military's judgment that the Iranian nuclear problem had suffered severe damage was correct. The American bombing was the culmination of a 12-day campaign launched by the Israelis, which hit many nuclear facilities and assassinated at least 14 nuclear scientists. The real issue is not the single American strike so much as the cumulative effect against the entire nuclear ecosystem, including machining, testing, and design facilities. The platforms delivering the munitions in the American attack had ideal conditions in which to operate—there was no Iranian air force to come up and attack the B-2s that they may not even have detected, nor was there ground fire to speak of. The planes were the most sophisticated platforms of the most sophisticated air force in the world. The bombs themselves, particularly the 14 GBU-57s, were gigantic—at 15 tons more than double the size of Tallboys—with exquisite guidance and hardened penetrating warheads. The targets were all fully understood from more than a decade of close scrutiny by Israeli and American intelligence, and probably that of other Western countries as well. In the absence of full information, cumulative expert judgment also deserves some consideration—and external experts such as David Albright, the founder of the Institute for Science and International Security, have concluded that the damage was indeed massive and lasting. Israeli analysts, in and out of government, appear to agree. They are more likely to know, and more likely to be cautious in declaring success about what is, after all, an existential threat to their country. 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