Last Updated on August 2, 2026 by Daily News Staff

(Family Features) Graduation is an exciting time, but it also means new responsibilities.

“Graduates are stepping into a world filled with opportunities and uncertainties,” said Kevin Quinn, VP, Auto Claims at Mercury Insurance. “Understanding your insurance needs is a crucial step in protecting your future.”

If, like many recent grads, you’ve been on your parents’ auto insurance and now need your own, consider these simple steps from Mercury Insurance to help you get the coverage you need.

1. Review Your Current Coverage
As a starting point, talk to your parents and their insurance agent to understand what coverage you currently have.

“Knowing what coverage you’ve had under your parents’ policy helps you understand what protections you might need going forward,” Quinn said.

2. Decide on Your Coverage
Understanding the different types of coverage available ensures you choose the right protection for your vehicle and situation. Different types of coverage include:

• Liability: Covers damage you cause to others.
• Collision: Covers damage to your car from accidents.
• Comprehensive: Covers non-accident damage (like theft or weather).

3. Check State Requirements
Every state has different auto insurance laws. Look up the minimum coverage requirements for your state or ask an agent to explain them.

4. Get Quotes
Shopping around is essential. Contact multiple insurance companies to get quotes. Different companies offer various rates and discounts, so take the time to compare prices and coverage options to find the best deal. For example, you can obtain a quote from Mercury Insurance online.

Many insurers also offer discounts for safe driving, good grades or combining policies. Be sure to ask about lower rates and potential savings for:

• Good driving record
• Completing driver education courses
• Bundling with other insurance policies

5. Review and Choose
Look over the quotes and coverage options. Select a policy that provides adequate coverage without stretching your budget too thin.

6. Set Up Your Policy
Once you’ve chosen a policy, work with the insurance company to set it up. For example, Mercury Insurance has a team of agents ready to help make this process as seamless and easy as possible. Make sure you understand the terms and conditions to avoid surprises later on and contact an agent if you have any questions.

For more information, visit mercuryinsurance.com or contact your local agent.

Photos courtesy of Shutterstock

SOURCE:
Mercury Insurance

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Jeep is bringing back a familiar name with a very modern twist. In a July 12 PR Newswire release, the brand unveiled the 2027 Jeep Wrangler Laredo, describing it as a heritage-inspired trim that revives an iconic 1980s-era nameplate—then pairs that nostalgia with serious off-road hardware based on the Wrangler Willys.

For Arizona drivers, this one lands differently than it might in cooler climates. The Laredo’s headline features—a tan soft-top option, 35-inch tires, and a lifted stance—touch the daily realities of desert heat, freeway commuting, monsoon-season visibility, and weekend trail access. Here’s the Consumer Corner breakdown: what’s real, what to verify, and who this trim actually makes sense for.

The quick takeaway

The 2027 Jeep Wrangler Laredo is essentially a Willys-based Wrangler with the Xtreme 35 Package baked in, wrapped in a distinctive Southwest-themed design and a premium interior. Jeep says orders open later this month, and pricing starts at $1,995 over a Wrangler Willys with the Xtreme 35 Tire Package.

That last line matters: this isn’t a “cheap Wrangler.” It’s a value comparison against a specific build (Willys + Xtreme 35). If you were already planning that setup, the Laredo may be a relatively small step up for a lot of visual and interior differentiation.

What Jeep is highlighting (and what it means in plain English)

1) Standard Xtreme 35 Package: the capability is the point

Jeep says the Laredo includes the Xtreme 35 Package as standard equipment, including:

• 35-inch BFGoodrich KO2 tires
• 1-inch lift
• Bronze beadlock-capable wheels

Consumer translation: this trim is not just decals. The tire size and lift change the stance, trail clearance, and replacement costs. If you like the look and you’ll actually use the traction/clearance, it’s a meaningful upgrade.

Arizona angle: 35-inch all-terrains can be great for dirt roads and rocky trails, but they can also mean more road noise and higher replacement costs. In extreme heat, tire condition matters—ask what the replacement set runs installed and how often you realistically drive on surfaces that justify the upgrade.

2) The tan soft-top is back (and the roof choice affects daily life)

Jeep is reintroducing the “highly coveted” tan soft-top. Roof options mentioned include:

• Tan soft-top (heritage-inspired)
• Sky One-touch powertop (four-door only)
• Black hardtop (two-door and four-door)

Consumer translation: roof choice isn’t just aesthetics—it’s noise, heat management, convenience, and long-term wear.

Arizona angle: if you park outside in Phoenix-area sun, your roof choice affects cabin temperature, UV wear, and how quickly the interior feels like an oven. Before you commit:

• Sit in one on a hot day if possible (or at least after it’s been outside)
• Ask about warranty coverage for top materials and seals
• Consider how often you’ll actually run top-down versus how often you’ll be fighting heat and glare

3) Southwest styling: you’re paying for a specific identity

Jeep leans hard into “American Southwest” cues:

• Gobi accent grille
• Laredo hood decals (center + side)
• Bodyside decals and a rear lasso-style “4WD” decal
• Bronze tow hooks and bronze-accented badging

Consumer translation: this is a trim for people who want their Wrangler to look like this from the factory—without aftermarket guesswork. If you’d delete the decals on day one, you’re probably not the target buyer.

Arizona angle: decals and exterior finishes live a harder life in intense sun. Ask about care guidance (and whether the dealer is pushing paint/graphics protection as an add-on you don’t need).

Inside the Laredo: premium touches (but confirm what’s truly standard)

Jeep says the cabin is built around a Bison Brown interior with:

• Bison Brown Nappa leather seats with front heat and power adjust
• Mayan Gold accent stitching
• Exclusive Laredo badging, including a rear swing gate plaque with coordinates of Laredo, Texas
• A subtle cowboy hat motif in HVAC pad prints

Consumer Corner note: “premium materials” can be real, but trims sometimes vary by package availability and dealer ordering. When you see the vehicle in person, verify:

• Seat material and whether it’s true leather vs leather-trimmed surfaces
• Exactly which seats are heated (and whether ventilation is offered)
• Whether any interior elements are tied to optional packages

Arizona angle: leather and dark interiors can feel premium, but they also absorb heat. If you’re sensitive to hot seats and steering wheels, ask about:

• Remote start availability (where applicable)
• Sunshade options
• Tint legality and pricing (and whether the dealer is bundling it)

The money question: what does “$1,995 over Willys + Xtreme 35” really mean?

Jeep’s pricing line is smart marketing because it anchors the Laredo as a modest step up—if you were already buying that exact Willys configuration.

Before you decide it’s a bargain, ask the dealer for two itemized build quotes:

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1. Wrangler Willys + Xtreme 35 Tire Package (as close as possible to the referenced build)
2. Wrangler Laredo (same drivetrain/doors where possible)

Then compare:

• Out-the-door price (tax, title, registration, doc fees)
• Dealer add-ons (tint, nitrogen, paint protection, wheel locks)
• Insurance quote by VIN/trim (35-inch tires and higher replacement costs can affect premiums)

Arizona angle: don’t skip the insurance quote. Larger tires, higher replacement costs, and theft/vandalism risk can shift premiums. Get a quote using the exact trim before you fall in love with the look.

Who the 2027 Jeep Wrangler Laredo is best for

Best fit

• You already want a Willys + 35-inch tire Wrangler and prefer a factory-finished heritage look
• You care about distinctive styling and plan to keep the vehicle long enough for that identity to matter
• You want something that feels “special edition” without going full custom
• You do Arizona-style weekends: desert roads, trailheads, camping routes—where clearance and traction actually matter

Maybe not

• You’re shopping for the lowest-cost Wrangler payment
• You don’t want larger tires (replacement cost and ride feel can be different)
• You’d remove the graphics or prefer a clean, minimal exterior

Consumer Corner: what to watch for before you sign

Use this checklist when the Laredo hits lots.

• Confirm what’s standard: Xtreme 35 equipment, roof type, interior features
• Ask about tire replacement cost: 35-inch KO2s aren’t economy tires
• Check towing details: Jeep mentions an available trailer hitch and up to 3,500 lbs towing—confirm your exact configuration
• Verify roof options by door count: Sky One-touch is four-door only
• Get an out-the-door quote in writing: include add-ons and “market adjustment” if any
• Test daily comfort: cabin noise, seat comfort, visibility, parking practicality
• Arizona reality check: where will it park (garage vs outside), and how will you manage heat, glare, and interior wear?

Bottom line

The 2027 Jeep Wrangler Laredo is a nostalgia-forward trim that looks designed to be instantly recognizable—and it backs up the look with real off-road hardware via the standard Xtreme 35 Package. For buyers already leaning Willys + 35s, the Laredo’s pricing claim suggests it could be a relatively efficient way to get a more distinctive exterior and a richer interior without piecing together aftermarket parts.

For everyone else, treat it like any special trim: verify what’s standard, price it against the closest comparable build, and make sure the “icon” factor doesn’t distract from the monthly payment and long-term ownership costs—especially in Arizona, where heat and sun can turn small comfort details into daily dealbreakers.

Follow Jeep and company news and video on:
Media website: media.stellantisnorthamerica.com
Jeep brand: jeep.com
Facebook: facebook.com/jeep
Instagram: @jeep
X: @jeep
LinkedIn: linkedin.com/company/jeep
YouTube: youtube.com/thejeepchannel or youtube.com/StellantisNA

SOURCE Stellantis/ PR Newswire

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Robert I. Harris, Georgia Institute of Technology

The U.S. Energy Information Administration expects nationwide retail gasoline prices to average near US$4.30 a gallon for April 2026 – the highest monthly average of the year. The political response has been familiar. Georgia has suspended its state gas tax, other states are weighing their own tax holidays, and the White House has issued a temporary waiver of a law known as the Jones Act in hopes of moving more domestic fuel to East Coast ports.

As an energy economist, I am often asked about what contributes to gas prices and what different policies can do to affect them.

The price of a retail gallon of gas is the sum of four things: the cost of crude oil, refining, distribution and marketing, and taxes.

In nationwide figures from January 2026, crude oil accounted for about 51% of the pump price, refining roughly 20%, distribution and marketing about 11% and taxes about 18%. That mix shifts with conditions: When crude oil prices spike, that can drive more than 60% of the price; when the price drops, taxes and logistics are larger shares of the cost.

Crude oil is the biggest ingredient

Because the price of crude oil is the largest element, most of the price at the pump is derived from the global oil market.

Usually, big swings in crude prices come mainly from shifts in global demand and expectations – not from supply disruptions, according to widely cited research in 2009 by the economist Lutz Kilian.

But what is happening in early 2026 with the war in Iran is one of the exceptions: a classic supply shock. Severe disruptions to shipping through the Strait of Hormuz and attacks on Middle East oil infrastructure have taken millions of barrels a day off the global market.

Most drivers generally can’t quickly reduce how much they drive or how much gas they use when prices rise, so gasoline demand doesn’t change much in the short run. That means a jump in crude costs tends to result in people paying more rather than driving less.

Refining, regulations and the California puzzle

Refining turns crude into gasoline at industrial scale. The U.S. doesn’t have a single gasoline market, though. Roughly a quarter of U.S. gasoline is a cleaner-burning blend of petroleum-derived chemicals called “reformulated gasoline,” which is required in urban areas across 17 states and the District of Columbia to reduce smog.

California uses an even stricter formulation that few out-of-state refineries make. California is also geographically isolated: No pipelines bring gasoline in from other U.S. refining regions.

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California’s gasoline prices have long run above the national average, explained in part by higher state taxes and stricter environmental rules. But since a refinery fire in Torrance, California, in 2015 reduced production capacity, the state’s prices have been about 20 to 30 cents a gallon higher than what those factors would indicate.

Energy economist and University of California, Berkeley, professor Severin Borenstein has called this the “mystery gasoline surcharge” and attributes it to the fact that there isn’t as much competition between refineries or gas stations in California as in other states. California’s own Division of Petroleum Market Oversight says the surcharge cost the state’s drivers about $59 billion from 2015 to 2024. It’s not exactly clear who is getting that money, but it could be gas stations themselves or refineries, through complex contracts with gas stations.

Getting the gas into your car

The distribution and marketing category covers the costs of everything involved in getting the gasoline from the refinery gate to your tank.

Gasoline moves by pipeline, ship, rail and truck to wholesale terminals, and then by local delivery truck to service stations.

At the retailer’s end, the key factors are station rent and labor, the cost to buy gasoline in bulk to be able to sell it, credit card fees of as much as 6 to 10 cents a gallon at current prices, and franchise fees paid to the national brand, such as Sunoco or ExxonMobil, for permission to put their branding on the gas station.

Most gas station operators net only a few cents per gallon on fuel itself – which is why many gas stations are really convenience stores with pumps out front. Borenstein and some of his collaborators have also documented that retail gas prices rise quickly when wholesale costs climb but fall slowly when wholesale costs drop.

The question of gas tax holidays

The federal government charges a tax on fuel, of 18.4 cents a gallon for gasoline and 24.3 cents a gallon for diesel. States charge their own taxes, ranging from 70.9 cents a gallon for gas in California to 8.95 cents in Alaska.

When gas prices rise, many politicians start talking about temporarily suspending their state’s gas tax. That does reduce prices, but not as much as politicians – or consumers – might hope. Research on past gas tax holidays has found that consumers get about 79% of the reduction in gas taxes. That means oil companies and fuel retailers keep about one-fifth of the tax cut for themselves rather than passing that savings to the public.

Gas tax holidays also reduce funding for what the taxes are designed to pay for, typically roads and bridges. That pushes road and bridge upkeep costs onto future drivers and general taxpayers.

There is an additional problem, too: Taxes on gasoline are supposed to charge drivers for some of the costs their driving imposes on everyone else – carbon emissions, local air pollution, congestion and crashes. But Borenstein has found that U.S. fuel tax levels are already far below the true cost to society. Removing the tax on drivers effectively raises the costs for everyone else.

The Jones Act: A small number that adds up

The 1920 Jones Act is a federal law that requires cargo moving between U.S. ports to travel on vessels built and registered in the U.S., owned by U.S. citizens, and crewed primarily by U.S. citizens and permanent residents. Of the world’s 7,500 oil tankers, only 54 meet this requirement. Only 43 of these can transport refined fuels such as gasoline.

So, despite significant refining capacity on the Gulf Coast, some U.S. gasoline is exported overseas even as the Northeast imports fuel, in part reflecting the relatively high cost of moving fuel between U.S. ports.

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Economists Ryan Kellogg and Rich Sweeney estimate that the law raises East Coast gasoline prices by about a penny and a half per gallon on average, costing drivers roughly $770 million a year. In light of the war’s effect on gas prices, the Trump administration has temporarily suspended the Jones Act requirements – an action more commonly taken when hurricanes knock out Gulf Coast refineries and pipeline networks.

What moves the number

The result of all these factors is that the price that drivers see at the pump mostly reflects the global price of crude, plus a stack of domestic costs, only some of which are inefficient.

Tax holidays give a partial, short-lived rebate. Jones Act waivers trim pennies, though permanent repeal may cause more fundamental changes, such as reduced rail and truck transport of all goods, which could lower costs, emissions and infrastructure damage associated with cargo transportation. Harmonizing fuel blends across states and seasons may lower prices somewhat, but likely at the expense of increased emissions.

Ultimately, the best protection against oil price shocks is a more efficient gas-burning vehicle, or one that doesn’t burn gasoline at all. In the meantime, the best I can offer as an economist is clarity about what that $4.30 actually buys.

Robert I. Harris, Assistant Professor of Economics, Georgia Institute of Technology

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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