As Lexus’s LS 500 is their flagship luxury sedan, their completely new LX 600 is their new flagship and high-end SUV. The LX borrows the LS 500’s luxurious interior and posh ride, and combines it with the off-road prowess of the now discontinued in the U.S. Toyota Land Cruiser, the rugged 4WD SUV that was the vehicle of choice on African safaris and featured in movies and TV on that country’s desert trails. Lexus’s 2023 LX 600 is a top-tier, three-row SUV that has a huge array of features, functions and amenities that make it the ultimate on and off-road cruiser. But it’s puzzling who, but the very well-heeled, would take a six figure SUV off-road, or even get it dirty. The LX 600 is a very sophisticated and somewhat complicated machine (a study of the 585-page owners’ manual is recommended) with its high-tech wizardry and adaptive air suspension that can lift the chassis up to 13 inches to clear the nasties, ford a stream or traverse deep snow. For off-roading, its Under Vehicle View is a composite of camera vision captured in the past from the current vehicle position and under the vehicle and includes tire positions and so on, to be displayed. The vision is displayed in panoramic view, side clearance view or cornering view. And get this. The LX 600 can even keep drinks cold in its 12-inch deep, “Cool Box” console box. From its razor-like grille that Lexus is noted for, to its across-the-tailgate taillight array, LX 600 is a bold and handsome looking SUV. Its posh interior is also bold and handsome with its 19.3-inch touchscreen that serves driving modes, rearview camera with surround, frontal and revolving views, Apple CarPlay, Android Auto, 4G Wi-Fi and the selected Multi Terrain drive modes of Auto, Dirt, Sand, Mud, Deep Snow and Rock. There’s also selectable modes of Comfort, Custom, Normal, Sport S and Sport S Plus modes. Included too is a Turn Assist Function that assists cornering performance when driving through a tight corner. The 7-inch display below it handles HVAC, audio and other functions. It’s surprising though that Lexus engineers didn’t make one larger display similar to Tesla’s or Subaru’s Outback, and possibly with split-screen view for all the features and functions it would serve. LX is offered In LX 600, LX 600 Premium, LX 600 F Sport Handling, LX 600 Luxury and LX 60 Ultra Luxury. We were privileged to test the LX 600 F Sport Handling version that boasted a beautiful interior with two-tone heated/cooled leather seats. Aside from the dual displays, the cockpit features a huge console with wireless phone charger, digital gauge cluster with embedded driver information display and brushed aluminum pedals. A rotary switch on the vertical stack is for the Multi-Terrain Select system that offers High 4-wheel (H4), Low 4-wheel (4L) drive and Auto modes. The Auto mode uses road and driving conditions via sensors to automatically switch modes without driver intervention. There’s also a switch for the center lock differential for when the going gets extra tough. LX 600’s Electric Power Steering provides a light steering effort at low speeds and when driving off-road, and full steering sensation at high speeds. Like the Land Cruiser, LX 600 has a selectable speed Crawl Control mode in low range and a Downhill Assist Control mode for a stable descent by controlling brake pressure. It’s doubtful very many owners would need or use these nifty off-road type features. But they’re nice to have if needed. Ingress into the heavily padded, heated/cooled back seat has a low 13-inch step-in to the running boards or 24 inches if stepping in directly. It can seat three in a squeeze as the transaxle hump in the middle is low. Back in the cargo area, and with the third-row seat upright, there’s a mere 11 cubic feet of cargo space, or enough for a half-dozen grocery bags. It measures 9.5 inches deep, 50 wide and 34 high. Press two switches and the third-row powers down to expand cargo space to 64 cubic feet for 44.5 inches of depth. Need more space? Flip the second row and capacity increases to 71 cubic feet for 76 inches of cargo depth. Beneath the aft cargo floor is a narrow bin for some small item storage. A full-size spare sits below the floor as well. To access the third row, the second row flips and tumbles forward against the front seats, but that seat is mainly for youngsters. As a hefty SUV with a curb weight of 5,700 pounds, the standard 3.5-liter twin turbo V6 puts out a potent 409-hp and 479 lb/ft of torque that powers the LX 600 with gobs of grunt and enough to tow up to an impressive 8,000 pounds. Coupled to a smooth shifting 10-speed automatic transmission, the LX 600 earns EPA mileage estimates of 17 city, 22-highway mpg. A recent trip from Allentown to King of Prussia and back used only a quarter tank of fuel. I expected worse. But engage those twin turbo’s too often and those numbers dive. Despite its weight, the LX 600 was independently 0-60 clocked at a not bad 6.9 seconds. As for ride on tall 22-inch, 10-inch wide Dunlop tires mounted on six lugs wheels, it’s smooth in Comfort mode. Switch to Sport or Sport S Plus and the suspension tightens up and handling becomes more acute and planted. In any mode, the LX rides quietly as do all Lexus vehicles. And a relatively tight 26 feet wall-wall turning radius makes parking exceptionally easy. The standard safety feature list is lengthy and includes Lexus Safety Sense 2.5 Pre-Collision system w/pedestrian detection, all-speed dynamic radar cruise control, lane tracing assist, lane departure alert w/steering assist, blind spot monitor, intuitive parking assist w/rear cross traffic alert w/auto braking, and many more. On the options list there’s Active Height Control ($1,300), premium Mark Levinson audio w/surround sound ($2,660), premium Manganese Luster paint ($595), roof cross bars ($450), carpeted cargo mat ($140 and wheel locks ($95) took the base price of – hold onto your wallet - $101,000 to $107,585 with delivery. Yes, it’s pricey, but it’s on par with the Land Rover Defender, Lincoln Navigator and Mercedes GLS, SUVs. LX 600 comes with a 4 year/50k mile basic, 6/70k powertrain, 6/Unlimited corrosion perforation warranties. As said, the LX 600 is a sophisticated family SUV that combines luxurious accommodations with off-road prowess if and when it’s needed.
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Mazda has done it again. Their CX-50 compact SUV is another new winner in their AWD stable of superb vehicles. The 2023 CX-50 is based on Mazda’s CX-30 chassis and is a bit larger than Mazda’s CX-5 crossover. It differs in that it’s more off-road oriented with added ground clearance of 8.7 inches, firmer suspension and an AWD system that offers a separate off-road mode that helps prevent the drive wheel from spinning or slipping during off-road jaunts. CX-50 is offered with two engine choices of a non-turbo and turbo so trim levels are designated as such. With standard trims it’s 2.5 S, 2.5 S Select, 2.5 S Preferred, 2.5 S Preferred Plus, 2.5 S Premium and 2.5 S Premium Plus. For turbo versions it’s 2.5 Turbo 2.5 Turbo Premium, 2.5 Turbo Premium Plus that we were privileged to test and 2.5 Turbo Meridian Edition. Mazda’s CX-50 has a sleek design with touches of ruggedness such as faux front and rear air vents and black fender-bumper guards that promote it’s (mild) off-road prowess. Mazda engineers always design upscale and snazzy, workable interiors. And the CX-50’s is no exception. The exterior Terracotta paint on our test car contrasted ever so nicely with the saddle brown leather seats that were adorned with a Terracotta stripe down the middle and with Terracotta stiping along all seam edges. A 10.25-inch color display perches non-obtrusively atop the dash and serves the gamut of audio, rearview camera w/overhead and wide-angle views, weather report, weather radar, traffic reports, Apple CarPlay, Android Auto and much more. It’s controlled by a large rotary dial on the console. Large HVAC controls are simple to use and view that make for eyes-on-the-road operation once acclimating to their position on the panel. Below them is the robust gear selector for the standard 6-speed automatic transmission that’s flanked by the mode selector toggle switch for Sport, Normal, Off-Road modes. Sport mode increases engine rpms by 500 for more livelier throttle response and quicker acceleration. CX-50s console box opens in clam shell style and the very front of it houses the wireless phone charger. To charge the phone the box top can be opened or the phone can be slipped in under the lip of the box lids. Over on the gauge cluster, it offers large easy to view gauges and the speedometer doubles as a driver information display for alerts, features and functions such as selected modes. In Sport mode, the outer perimeter of the speedometer turns red, and for Off-Road, it changes to gold. Upon a low 18.5-inch step in into the heated back seat that has wide opening doors for easy ingress/egress, the comfy seat can accommodate two adults with good leg and head room. A third passenger would have to be a youngster as a high transaxle hump limits leg room. A spacious cargo area has a power liftgate and a low lift-over of 28 inches for easy loading of gear or luggage. With the back seats upright, there’s 31.4 cubic feet of space that measures 42 inches deep, 41.5 wide and 28 high. Flip the back seats by pulling a handle in the cargo area and cargo capacity expands to 56.3 cubic feet for 72 inches of loading depth. A full six feet. And there are two bins on either side of the cargo area for small item storage as the underfloor merely houses the space saver spare tire plus tools. CX-50 gets it grunt from one of two engines. The base 2.5-liter 4-cylinder produces 187-hp and 186 lb/ft of torque. On the Premium Plus trim model we tested, it came with a 2.5-liter turbocharged 4-cylinder with 227-hp and an impressive 310 lb/ft of torque for EPA mileage estimates of 23 city, 29-highway mpg. Coupled to the 6-speed auto transmission, the combination carries a tow rating of up to 3,500 pounds. There’s certainly no want for power. At full, even half throttle, acceleration is an explosion of pent-up torque. Of course if punching the throttle hard too often, gas mileage suffers. But the extra power is nice to have when needed and there’s virtually no discernible turbo lag. With Mazda’s G-Vectoring Control system, handling is impressive. CX-50 remains planted and secure in sharp turns. The suspension nicely absorbs road imperfections and tar strips. Even on mild off-roads, the suspension maintains consistent control. The CX-50 also came with steering assist that maintains the SUV between the roadway lines. And it’s a quiet, smooth ride on Goodyear 20-inch all-season tires. The Premium Plus model came with a very long list of standard safety features such as lane departure warning, lane keep assist, blind spot monitoring, rear cross traffic alert, rear smart brake support, blind spot prevention and more. On the nicety side, there was rain sensing wipers, wiper de-ice, auto power folding mirrors and heated side mirrors and Mazda radar cruise control to mention a few. For all this, the CX-50 carried a base price of $41,550 with the only extra cost option being the Polymetal Gray paint ($395) that took the bottom line with delivery to $43,170. This is about the going market price that puts the CX-50 in a crowded field of comparable SUVs and crossovers. But like other fine Mazda’s, there’s seems to be a model for almost everyone’s needs. CX-50 comes with a 60 month/60K mile powertrain warranty, 36 month/36K mile bumper-bumper coverage plus 24-hour roadside assistance.
I’m not sold on electric cars and trucks. But after testing the Genesis GV60 all electric Performance model, it could influence a change of mind. The Genesis GV60 is all new for 2023 and it’s the first all-electric luxury compact SUV from Genesis, which is Hyundai’s top-tier luxury brand as Lexus is to Toyota and Acura is to Honda, to reference a few. And to its manufacturing, the GV60 is made in Hyundai’s plant in Montgomery, Alabama. GV60 is offered in Advanced and Performance versions and both come standard with AWD. Just judging by the names, it’s obvious Performance offers more power. Perhaps the most inspiring occurrence I had with the GV60 was when I parked at a shopping center in front of a Tesla sedan. I stayed in the SUV while my wife went into a grocery store for a couple items. As I sat there a gentleman and his wife approached their Tesla. When he saw the Genesis, he strolled over to give it a look and since I had the front windows open he asked me about it and said it looked really sharp. I then said it’s a Tesla fighter and he smiled and nodded his head in seeming approval. And snazzy it is. From its front squint-like dual headlights to a sharply sloping roofline that ends at a rear spoiler to dual taillights, the GV60 is one slippery looking aerodynamic SUV. Add to that, the Performance model’s 21-inch alloy wheels take on a ninja knife blade array that are eye-grabbing by themselves. This sexy exterior design follows through to the interior that sports dual 12.3-inch digital displays that appear to be one 28-inch long glass instrument panel. The left display serves the driver information screen, the right one the infotainment system that includes Bang & Olufsen audio, voice commands, navigation, HVAC selections, rearview camera with multiple views including left and right side views when activating the turn signals, plus image capture, Apple CarPlay, Android Auto integration, Amazon Alexa/Google Assistant, remote parking function, weather reports, battery charge/range remaining, maintenance schedule, local dealers, local charge stations and a myriad of other niceties. The GV60 is very sophisticated and requires serious study time with the owner’s manual as there’s lots to know and learn about the SUVs operational technologies. Then there’s the Crystal Sphere gearshift ball on the seemingly floating console. Turn on the EV ignition and the crystal ball rotates to expose a gearshift of sorts. It’s an extremely unique design by talented and innovative Genesis engineers. Heated/cooled perforated Nappa leather front seats offer extended under thigh support with sueded inserts. Plus, they recline that could come in handy while waiting for the GV60 to charge at a charging station. Faux suede also adorns door panels, ceiling and pillars. And get this. The front seats have a massage function that automatically activates after an hour of driving. How considerate is that? A mode switch on the steering wheel offers Eco, Comfort, Sport and Hold-My- Position modes. The Sport mode is extra head-snapping quick over normal exhilarating full-power acceleration. There’s a sub-mode within Sport of Drift that’s activate by holding down both paddle shifters for three seconds. And Boost mode controls the motor for maximum performance and rapid acceleration. It’s activates for 10 seconds and generates loads of “G force” on the body. More than that is certainly not needed. Unique too is the glove box that uses a pull-out drawer instead of a traditional flip down door. And the wireless phone charger allows the phone to be charged in a vertical position instead of horizontal like many chargers. Back seats are nicely padded and can actually seat three adults as there is no center transaxle hump to interfere with leg room. The GV60 has a cargo area and a frunk. Yup you read right. Open the hood and there’s a two-tier bin where an engine would be. The top bin is three inches deep while the bottom is four inches deep. Enough for two medium duffle bags or wet hip boots if you’re a fisherman. The cargo area itself has a low 28.5-inch lift-over, and it offers 29 cubic feet with the rear seats upright that measures 35.5 inches deep, 41 wide and 27 high. Flip the rear seatbacks and capacity increases to 57 cubic feet for 66 inches of loading depth. Under the rear seats is a power outlet that with GV60s Vehicle to Load feature, allows charging a laptop or another EV. As for the powertrain, the GV60 Performance comes with two motors. A 99-hp motor drives the front wheels while a 215-hp motor drives the back ones for 446 lb/ft of torque. Punch the Boost button and it develops 483-hp and 516 lb/ft of torque for 10 seconds. GV60 has a range of 248 miles on a full charge but using Boost too often cuts those miles as it eats up more battery juice. GV60 can also tow up to 2,000 pounds. Charging wise, I visited an Electrify America charger a couple miles from my residence. Genesis offers three years of complimentary, 30-minute fast charging sessions at an Electrify charger but it requires an owner’s app which I didn’t have. But when I pulled up there, three EVs were already plugged in including a Rivian pickup and three guys sitting on a curb. When I asked them why one charger was available they told me it was broke and the other three were awaiting a charge. So I returned early the next day and again three of the four chargers were occupied so I was left with the slower 150kw not the 350kw charger. Since I wanted to top off the battery, I spent 27 minutes waiting for a 92 percent charge that cost me $8.77. The cost of charging was considerably less than I’d pay for a fill-up across the street at a Sunoco gasoline station. But I could have been filled-up and out of the Sunoco in five minutes. Instead, I was sitting and waiting for a charge when I could be home painting my window shutters, cutting my lawn or writing this review. The GV60 carries MPGe mileage ratings of 97 city, 82-highway. Hyundai is working on and will be introducing a faster charge cycle by pre-heating the battery. I presume it will apply to the GV60 as well. Performance wise, it’s almost indescribable. Yes, you can go from one city stop sign to another in 4 seconds. Punch Boost and it’ll take 3 seconds. Handling is superb. Steering is quick and precise and the GV60 parks easily or if you’re lazy, you can use the remote park function. And the GV60 rides heavenly. Now for some of the high-tech features. Genesis GV60 offers Facial Recognition that allows locking/unlocking the car by merely touching the handle and face the camera on the “B” pillar. The feature can accommodate two faces and can also set the driver’s seat, steering wheel position, side mirrors and infotainment settings. And it can do so in the dark. This is the first production car to offer this. There’s also a Fingerprint Authentication System that allows the driver to start and drive the car without a key. But that’s not all. Active Sound Design provides three sounds of Futuristic, sporty E-Motor and soft G-Engine, all based on the sound of a gasoline engine and electric motor. In reverse gear a subtle beep, beep sounds similar to a tow motor and other construction vehicles. And in concert with all this, the audio system offers “Sounds of Nature” that replicate several outdoor scenes like waves rushing to shore, birds, singing, rain and others. With a long list of every conceivable safety feature offered today, the GV60 carried a base price of $67,890 and after adding the only option, Matterhorn White paint ($1,500), the bottom line reflected $70,485 with delivery. GV60 also qualifies for a $7,500 tax credit. To its credit, the GV60 was awarded the Insurance Institute for Highway Safety’s top Safety Pick Plus designation for its latest safety and driver assistance technologies. As a relative newcomer to the car business, Genesis has made its mark both for its gasoline powered vehicles, and now its electrified ones. And it certainly is a Tesla fighter, plus it has more dealers for service when needed, which shouldn’t be very often. With more carmakers introducing off-road oriented crossovers and SUVs to their existing lines, Honda has followed suit with their already popular Passport SUV as it’s now offered as an AWD TrailSport model. The Passport TrailSport has styling changes that exude a more rugged look. Aside from special orange badging both on the exterior and interior, Trailsports’ track was increased by 10 mm for a wider stance and added stability when off the beaten paths. Added too were front/rear bumpers that resemble skid plates plus large 5-inch wide dual exhaust pipe extensions for a touch of sportiness. Operationally, Honda’s standard torque-vectoring all-wheel drive system apportions 22 percent of torque to the rear wheels when the going gets sticky, and an 8.1-inch ground clearance helps when traversing mild off-roads and deep snow. Other features include a heated windshield wiper plus a park feature to keep them from sticking during ice and snow conditions, power folding outside mirrors for when the trail narrows, and it’s shod with nine-inch wide off-road oriented Firestone tires. TrailSport’s interior is exceptionally pleasing with its 8-inch infotainment system that offers Apple CarPlay, Android Auto apps, premium audio system, navigation with three rear views including a hitch view that helps when backing up to a trailer. Absent is a handle gear selector. Instead, the 9-speed automatic transmission is controlled by push buttons for Park, Neutral and Drive gears, but Reverse requires an upwards tug. Paddle shifters are included for drivers who want added control. Flush mounted HVAC controls are nicely arranged and simple to view and use. Below them is a wireless phone charger on the forward console. And the spacious console box itself has a 13x7.5-inch sliding top that can serve as a work station. A simple mode switch offers Normal, Snow, Mud and Sand modes and there’s a separate Eco mode switch but doesn’t include a Sport mode. More importantly, the TrailSport doesn’t have an AWD Lock mode for when traction gets difficult in snow and mud. My Honda Ridgeline pickup has a VTM 4-Lock mode so I’m surprised Honda didn’t include it on the TrailSport that’s intended as an off-trail SUV. Over on the 7-inch digital gauge cluster, it displays a host of details including driver information for functions and alerts with the latter offering a bright orange “BRAKE” warning when an obstruction is sensed. A 20-inch step-in into the heavily padded rear seats offer an abundance of leg and head room for two adults or three small youngsters. With a 32-inch lift-over into the cargo area, the area is spacious and rated at 50.5 cubic feet with the rear seats upright that measures 43 inches deep, 48 wide and 31.5 high. Flip the rear seatbacks by pressing two buttons and space expands to 77.5 cubic feet for an impressive 76 inches of cargo loading depth. That’s slightly over six feet of space for a lot of gear, even a mountain bike with the front wheel removed and stacked atop the bike. Beneath the cargo floor are two 7-inch deep bins for small items storage that shares the space with a space saver tire, jack and tools. Passport TrailSport gets its grunt from a standard 3.5-liter, V6 that produces 280-hp and 262 lb/ft of torque for EPA mileage estimates of 19 city, 24-highway mpg with the standard 9-speed automatic transmission. Included is remote start on the keyfob that’s nice to have on cold mornings. The 3.5L is a quiet and proven engine and one that’s in my Ridgeline pickup as well as other Honda’s. So powered, it carries a tow rating of up to 5,000 pounds which is enough for a pop-up camper, a 14-foot boat or a utility trailer. Ride wise, and like all Honda crossovers/SUVs and pickup, it’s car-like. With 18-inch Firestone tires, the ride is smooth even on back country bumpy, unimproved roads. It handles exceptionally secure and planted in hair-pin turns with negligible body lean. TrailSport came loaded with a host of standard features including a moonroof. On the standard safety side, it has blind spot monitor w/rear cross traffic alert, collision mitigation braking, lane keeping assist, road departure mitigation, tire pressure monitoring and considerably more. There was only one extra cost option and that was for Sonic Gray paint ($395) that took the base price of $42,470 to $44,090 with delivery. TrailSport came with impressive top government 5-star safety ratings of five for an overall score; five for driver frontal crash, four for passenger; five each for front/rear seat side crash; and four for rollover. If you don’t need a third-row seat and do some off-the-beaten path exploring for hunting, fishing, camping sites, Honda’s Passport TrailSport is not only a good-looking SUV, but a capable one as well. Toyota’s full-size Tundra half-ton 4WD pickup has undergone a complete overhaul for 2022. It’s actually all-new as it has a myriad of enhancements that includes an aluminum-reinforced composite cargo bed that contributes to a lighter, stronger chassis, two new powertrains plus a hybrid, a coil spring rear suspension replacing leaf springs, a chiseled muscular look, and an available 14-inch touchscreen within a restyled interior, to name some of the major changes. Tundra’s exterior has a new face with a bold, massive grille that takes on a Mack truck look. It’s enhanced with slim LED headlamps with functional air vents. Toyota added an aluminum hood and front door panels that combined with the composite bed, provides for a weight reduction and improved fuel economy. Tundra’s back end features large vertical taillights and a massive chrome bumper bumped-down in the middle with a step. Speaking of which, there’s a pull-out step on the driver’s side of the bumper for accessing the bed. But here’s where Toyota designers fell short. While Chevy/GMC have their Pro Tailgate that flips out with a step that also does a few other tricks, and Ford has their pull-out bed-step from within the top of the tailgate, while Ram offers a split, two-piece opening tailgate, all of which are designed for easier bed access. As such, it seems Tundra should have had a variant for this totally new model. Tundra is offered in Double Cab and tested CrewMax configuration. The former Regular Cab was discontinued mainly because truck buyers prefer one of the two just mentioned. CrewMax cab comes with a 5.5 foot bed or 6.5 foot bed. Our test truck has the 5.5 footer with four moveable tie-down hooks and four permanent ones. The inner bed sides are bumper out to hold 2x4s or a sheet of plywood for two-tier loading. The tailgate, with a 34.5-inch load height, is dampened and can be opened remotely via the keyfob. There are also special packages to enhance the Tundra. There’s TRD Sport Package and tested TRD Off-Road Package plus trim levels of SR, SR5, Limited (tested), Platinum, 1794 Edition, and TRD Pro Capstone. As for the freshened interior, a tall 24.5-inch step-in requires a giant step as the truck had rock rails for serious off-roading and not a running board or step. But the rails could be used as a narrow step for toes only ingress. The test truck came equipped with a huge and optional 14-inch center touchscreen whereas an 8-inch one is standard. It serves a host of functions that include audio, navigation, rearview camera with multiple views including a bed and 360-degree revolving view, HVAC selections and some voice control for navigation directions, climate selections, radio station changes plus it has Apple CarPlay, Android Auto connectivity. HVAC controls are set in a horizontal array that are easy to use and below them are auxiliary switches for trailer control, external view selections and rear wheel lock for when the going gets extra tough. There’s also a wireless phone charger at the base of the vertical stack and it shares the large console with a burly gear selector for the 10-speed automatic transmission. It shares the space with a slider switch for 2H, 4H, 4L 4WD modes. Next to it a dual mode selector for Drive modes of Eco, Normal and Sport modes, plus a separate switch for Tow-Haul trailer mode, one for MTS and another for DAC/Crawl mode. The MTS stands for “Multi-Terrain Select” that offers added off-road modes of Mud, Rock, Dirt, Sand, Deep Snow, Mogul and Sand. The DAC/Crawl mode is a downhill assist control system that can set the speed of a downhill descent from 3-18 mph. Tundra has it all covered for serious trekking where the paved road stops. Over on the 12.3-inch TFT digital gauge cluster, it sports a large driver information display within it for alerts, features, functions and MTS modes. Heated/cooled front seats are substantially padded with extended under thigh support. They have a camo-like pattern on seat backs and bottoms for an outdoorsy touch. Back seats offer gobs of leg and headroom for three adults but because of a high transaxle hump, it restricts middle seat leg room. The seatbacks flip up against the bulkhead exposing a full-width, 7-inch deep bin with removable plastic panel dividers to separate packages, gear or just a fully open bin for long items like hunting long guns or two-piece fishing rods. Powertrain wise, there are two. The Tested iForce 3.5-liter, twin-turbo V6 generates 389-hp and 479 lb/ft of torque for EPA mileage estimates of 17 city, 22-highway mpg. Then there’s the hybrid version using the same iForce 3.5-liter twin-turbo V6 with a 288v Nickel-Metal Hydride battery stowed under the rear seat for 437-hp and 583 lb/ft of torque for EPA’s of 20 city, 24-highway mpg. Both engines use the same 10-speed automatic transmission. The 3.5 V6 produced substantial power (especially when the twin turbo kicked in) for a tow rating of 11,170 pounds and a GVWR of 7,230. The TRD Off-Road carried an approach angle of 26.2 degrees and a departure angle of 24.2 degrees that along with a ground clearance of 11.2 inches, is capable of easily handling nasty off-roads and deep snow. As for ride on 9-inch wide, Falken 20-inch tires, the sensation is more like a full-size SUV as its smooth and exceptionally quiet. Load the cargo bed with mulch and it rides even smoother shod with Fox coil-over shocks and coil springs. It’s a compliant ride as well when unloaded. As the Limited trim model, it came with an exceptionally long list of standard items and most importantly Toyota’s Safety Sense 2.5 Collision system with pedestrian detection, full-speed radar cruise control, lane departure alert w/steering assist, lane tracing assist, blind spot monitor and more. Over on the options list, JBL premium audio ($565); Limited Premium package ($395); Limited Power package ($385); TRD Off-Road package ($3,085); special Supersonic red color ($425); heated steering wheel ($150); rock rails ($625); all-weather floor liners ($169); bed step ($399); wheel locks ($80); mini tie-downs ($45); bed mat $195); spare tire lock ($75) took the base price of $51,900 to $60,188 with delivery. Yes I know what you’re thinking. Nickel & diming. Well if you can live without some of these goodies, the bottom line can be shaved somewhat. All in all, the Tundra caters to avid off-roaders or on-roaders who are also avid Toyota owners for their dependable quality and exceptional build. Perhaps it’s a coincidence, but since I had the privilege of testing Volkswagen’s 4Motion (AWD) Atlas Cross Sport SEL Premium R-Line, I’ve been seeing a lot of new Atlas’s on area roadways. Seems folks discovered the fine attributes of this attractive SUV. For starters, Atlas Cross Sport R-Line has a suave, conservative yet sporty look with its sloping roofline and R-Line trim package that boasts a black-accented grille, stainless steel pedal caps and other special trim items for an extra touch of sporty toughness. Atlas Cross Sport differs from the standard Atlas that we previously reviewed in 2021, as it doesn’t have a third-row seat. The Sport model is for folks who don’t need the extra seating. It’s also a bit longer (196 vs. 185 inches) when compared to VW’s Tiguan compact SUV, so it can be considered a midsize in comparison. Atlas Cross Sport is offered in S, SE, SE w/Technology, SE w/Technology R Line, SEL, SEL R Line, SEL Premium and SEL Premium R Line we tested. As Atlas Cross Sports’ exterior is conservative and sporty, so is its interior. A low 19-inch step-in settles you into comfy and supportive heated/cooled leather front seats where you’ll notice a racy flat-bottom steering wheel, a 10.25-inch touchscreen that serves a host of functions that includes a Fender audio system, rearview camera with overhead view, navigation, Apple CarPlay, Android Auto, MirrorLink, Wi-Fi with App Connect, Park Assist and more. Traditional HVAC controls are large and easy to view and use with selections displayable and selectable on the screen. Below them is a wireless smartphone charger. The console houses a burly gear selector that controls the 8-speed automatic transmission that I’m a bit surprised, didn’t include paddle shifters. The shifter shares the console with the dual-function drive mode switch. By pressing the middle section of the rotary switch, it offers Eco, Normal, Sport and Custom modes. Rotate the outer ring switch for Snow, Normal, Off-Road Auto, and Off-Road Custom modes. Atlas Cross Sport comes with Park Assist (parking steering assist) w/front-rear park distance control, hill hold/descent control, sunroof and more. Over on the large digital gauge cluster, it contains a driver information display for alerts, features, functions and other operating information. Heated back seats offer decent leg and head room and thanks to a low-profile transaxle hump, a short-legged person can be comfortably seated in the middle seat in three abreast fashion. As for cargo space with a hands-free liftgate, and with the rear seats upright, there’s 40.3 cubic feet of space measuring 46.5 inches deep, 47 wide and 29 high. Flip the seatbacks and capacity expands to 77.8 cubic feet for 77 inches of loading depth. While two powertrains are offered, the Atlas Cross Premium R Line comes standard with a 3.6-liter V6 that generates 276-hp and 268 lb/ft of torque for EPA mileage estimates of 18 city, 24-highway mpg with engine start/stop technology. Coupled to the 8-speed trans, the V6 moves this 4,449-pound SUV with ease. It’s no speedster, but who needs to go from one stop light to another in 3 seconds? As for ride and handling and shod with 9-inch wide, 21-inch tall premium Pirelli tires with coil springs in back, Atlas’ ride is smooth, exceptionally quiet, planted in tight turns and parks easily with its 40.52 foot turning diameter. With an exhaustive list of standard items that includes lane assist/keep assist, emergency medical assist, forward collision warning w/autonomous emergency braking w/pedestrian monitoring, blind spot monitor, rear traffic alert and rain sensing wipers to list a few, there was but one extra cost item and that being red Aurora metallic paint ($395) that took the base price of $49,945 to $51, 535 with delivery. To its credit, Atlas came with impressive government 5-star safety ratings of a full five overall stars; four for driver/passenger frontal crash; five for front/rear seat side crash and four for rollover. Volkswagen’s top line Atlas Cross deserves a serious look in comparison to the crowded field of SUVs offered today. It provides quality German engineering, Autobahn handling and top safety scores. Audi’s 2022 Q7 quattro (AWD) All-Road luxury midsize three row crossover, has a lot of company in its class that comes from BMW, Mercedes, Volvo, Lexus, Land Rover and Lincoln to mention a few. But it has many attributes that allow it to excel. In its second generation, Q7 was launched in 2017 and is the next to the top shelf Q8 crossover. But Q7 also comes in a high-performance SQ7 V8 version with 500-hp. It’s for those who want the ultimate in performance, luxury with seating for seven. For 2022, the Q7 received several safety upgrades such as virtual cockpit, enhanced pre-sense occupant protection, pre-sense front collision warning and avoidance, lane departure warning, Audi blind spot side assist, rear cross traffic alert, traffic jam assist, adaptive cruise, active lane assist and most significantly, optional all-wheel steering. The test car also came standard with heated, auto-dimming, power folding memory side mirrors, nationwide integrated toll module (toll collection technology), panoramic sunroof, satellite radio and numerous other in-demand features. As it is with all Audi’s, Q7 has a slippery, smooth, aerodynamic (0.32 drag coefficient) exterior. It just looks inviting and not bulbous like some competitors. And with the optional Black Optics package, the trimmings give Q7 extra pizazz. While most crossovers have one infotainment screen, Q7 has two. The top 9.75-inch one serves a host of functions including Google map navigation, drive mode selections and air suspension levels, while the lower 7-inch screen displays climate (HVAC) selections. The duo takes on a Gulfstream jet cockpit look especially with the low-profile gear selector. Over on the digital gauge cluster, a large driver information display between the primary gauges offers alerts, features and operating functions. Heated/cooled leather front seats have a cloth-like texture and are sumptuously padded with sensible lateral support. Ditto for the second-row seats that offer generous leg and head room with separate HVAC controls in the rear of the console box. The third row is mainly for youngsters, but access to them is fairly easy as the second-row tilts and slides well forward. The cargo area has a 27-inch lift-over or 30 inches if the air suspension system is at its highest position. With the third-row seats upright there’s 14.2 cubic feet of cargo space that measures 20.5 inches deep, 46.5 wide and 29.6 high. Flip the third row and depth increases to 46 inches. Fold the 40/20/40 second row and it expands to 72 inches of depth for 69.6 cubic feet of space. Beneath the rear cargo floor is a bin that houses the tire inflator kit and Bang & Olufsen audio systems’ amplifier. Q7 is a heavenly ride with its adaptive air suspension that automatically levels the car when carrying a heavy load or when towing a trailer (7,700 tow rating). Or, it can be manually lowered for highway driving or raised via the touchscreen for deep snow or light off-roading. So equipped, and shod with 21-inch Pirelli tires, Q7 glides over road imperfections and highway tar strips, you know, the kind that give a thump, thump bumpy ride. And there are multiple, selectable driving modes of All-Road, Comfort, Auto, Dynamic and Individual. With all-wheel steering, Q7 parks easily, is agile and exceptionally maneuverable in tight spots. It has a tight curb-curb turn diameter of 41 feet. Q7 also offers a steering assist mode that allows hands-off the wheel steering when on a straight highway and keeps the car between the roadway divider lines. Offered with two powertrains, the Q7 45 TSFI quattro comes with a 2.0-liter 4-cylinder that generates 248-hp and 273 lb/ft of torque, and the tested, Q7 55 TFSI powered by a 3.0-liter 6-cylinder with 335-hp and 369 lb/ft of torque. Coupled to a standard 8-speed Audi Tiptronic automatic transmission, the Q7 55 earns EPA mileages estimates of 18 city, 23-highway mpg. There’s certainly no want for power despite its hefty curb weight of 4,971 pounds. Audi lists a 0-60 time of 5.7 seconds. Want a quicker time? Opt for the SQ7. As for price, Q7 becomes pricey when adding a few options. For example, the Prestige Package that includes all-season run-flat tires, adaptive cruise w/lane guidance, Bang & Olufsen audio, adaptive air suspension, dual-pane acoustic glass, heads-up display, intersection assist and traffic sign recognition, power soft closing doors, LED headlights and illuminated door sills and more, adds $10,800 to the base price of $62,500. Include the Black Optics Package ($1,750), all-wheel steering ($1,500) and delivery ($1,195) and the bottom line reflects $77,395. This is comparable to similarly equipped luxury, three-row AWD crossovers, but none previously mentioned offer all-wheel steering. Audi Q7 quattro offers the ultimate in comfort, utility and all-season capability for a family needing seating for seven. Add to that, it’s sporty and alluring. Hyundai's 2022 Ionic 5 AWD EV crossover can easily take on and beat Tesla's lower-end models9/19/2022 Allow me to confess that I’m not yet a proponent of EVs. It’s my opinion that the infrastructure for them is still a few years away. And being a veteran sanctioned drag racer from the 60s, I savor the sound of a supercharged V8s whine and headers that rumble and pop. Insofar as EVs are concerned, Hyundai has an AWD crossover that for those who are about to invest in an EV, should consider it instead of a Tesla who doesn’t have a nationwide dealer network that can maintain their vehicles as Hyundai does. Hyundai’s first EV entry is their Ionic 5. We tested the Limited AWD sedan. It has stunning, concept car-like looks that grabbed a lot of eyes. And according to Hyundai, it’s capable of up to 303 miles of range on a full charge. Before getting into the description of the Ionic 5, let’s get the charging situation out of the way. There are two charging stations near my house. One is Electrify America that’s about three miles away from my home and a Volta that’s eight miles away. The Volta requires an app that I wasn’t about to get so I opted for the closer Electrify America (owned by VW) site that has four chargers. When arriving, all but one charger was open and it was the 150w charger whereas the other three were 350w chargers. Since I was at 25 percent, I had no choice but to use the slower charger. After 40 minutes and $12.94 cost, the Ionic 5 was 90 percent charged. Another Ionic 5 was next to me and its owner from New Jersey told me it’s recommended to only go to 90 percent instead of 100 percent charge because it shortens battery life. So the cost of charging was considerably less than I’d pay for a fill-up across the street at a Sunoco gasoline station. But I could have been filled-up and up out the Sunoco in five minutes. Instead, I was sitting and waiting for a charge when I could be home painting, cutting my lawn or writing this review. Charging the Ionic 5 is a learning experience, and I did pick up a few tips from the NJ gent next to me. He pointed out that if you take a walk or shop and the charge is complete, the time will keep running and you’ll incur added charges if not disconnecting. As for the latter, a voice comes from the dash that says a charge is complete and to disconnect the charging cord. Ionic 5 is capable of using a fast 800-volt charger (as well as a 400-volt), so either would cut down the charging time. Now for the Ionic 5 itself. As said, Ionic 5 is a real looker with its squint pixel-style headlights, sculpted side panels and its striking Parametric Pixel wheel design. Those really grabbed admirers’ eyes. Upon entering the interior, your eyes will immediately be drawn to the dual 12.3-inch displays that at first glance, appear as one 25-inch long display. The left one is the driver information display while the right is the infotainment system display. You won’t find a console mounted gear selector. Instead, there’s merely a stubby lever protruding from the steering wheel column for rotary selections of D, N, R gearing, and a P for park that’s engaged via a push button on the end cap. When in reverse, a faint beeping sound comes on similar to what service vehicles emit. Included on the sporty flat-bottomed steering wheel is a mode selector switch for Eco, Normal, Sport and Snow modes. As for Sport mode, using it too frequently uses-up more electrical power so the battery will deplete faster. And similarly like a cell phone, the more times it’s charged, the shorter the battery life. The infotainment display serves a multitude of functions and features such as climate selection, Bluelink, left and right-side cameras plus rearview/360-degree camera, voice memo’s, weather reports, 3D navigation, and percentage of charge remaining in the battery. The 3D nav is really nifty as it shows actual homes, buildings and vehicles that helps picking out landmarks when trying to locate an address. Aside from vehicle speed, the gauge cluster shows gear and mode selections, alerts and features. A flat console allows stowing small items and houses a wireless phone charger. Heated/cooled front seats, with under-thigh extension, are nicely supportive and amply padded. The test car had white perforated leatherette seats with red stiping around all edges. Back seats are the same with a low 17-inch step-in. They slide fore/aft 5.5 inches for increased cargo space or for added leg room. The cargo area, with a low 29-inch lift over, is exceptionally spacious. With the rear seat backs upright, there’s 27.2 cubic feet of space that measures 39 inches deep, 48 wide and 30 high. Flip the seat backs and space expands to 56.2 cubic feet for 69 inches of cargo loading depth. The only demerit here is that the liftgate window needs a rear windshield wiper. Can’t believe Hyundai missed that flaw. Beneath the cargo floor is a shallow bin that houses the charging cord and a tire mobility kit in place of a spare tire. There’s also another storage bin under the hood where the engine would be. It’s large enough for several small items. Driving the Ionic 5 is eerie in that it’s quiet. All that is heard is the subtle whine of the electric motors. And in Drive, it’s quick from a standing stop. Select Sport and full throttle can give whiplash to unsuspecting riders. Super quick acceleration pushes the torso hard into the seatbacks. In the AWD version, Ionic 5 has two electric motors that drive the front/rear wheels with a total output equivalent to 320-hp and 446 lb/ft of torque. So powered, Ionic 5 is EPA rated at 110 city, 87-highway MPGe mileage. When slowing, regenerative braking helps recharge the battery. And when selecting the maximum amount of regen, Ionic 5 can come to a slow stop without braking. That’s an uncanny feeling that has to be acquired. It’s similar in operation to an electric golf cart. Shod with 20-inch Michelin tires, Ionic is a smooth rider and, expectedly, a quiet ride. There’s only a tad of body lean in sharp turns taken at too high a speed but it’s a balanced and pleasing ride. With a Hyundai attachment, Ionic 5 can turn into a generator to charge cell phones, laptops or another Ionic 5. In our Limited trim test car, it came standard with an exceptionally long list of standard safety features and a panoramic sunroof. Safety items included forward collision assist, blind spot collision avoidance w/high beam assist, lane keep/following assist, rear cross traffic alert, parking collision avoidance, driver attention warning, rear occupant safe exit alert, tire pressure monitoring and much more. The only extra cost options were for carpeted floor mats ($195) and delivery ($1,225) that took the bottom line to $55,920 after a base of $54,500. A base SE with RWD can be had starting at $43,650 or with AWD and two motors at $47,140. Ionic 5 comes with Hyundai’s generous coverages of 5 year/60K mile new vehicle warranty, 10/100K powertrain, 10/100K electric vehicle system, 7/Unlimited anti-perforation, 3/36K complimentary maintenance and 5/Unlimited roadside assistance warranties. Insofar as EV’s are concerned, Hyundai has a competitive winner. It’s certain more Hyundai EV models with be forthcoming, maybe even for their Santa Cruz compact pickup. If so, please make the cargo bed a foot longer. Toyota’s 4Runner midsize SUV has been around for some time. In its 12th year of production, 4Runner is a proven off-roader that also fetches high resale value. It’s one of the last rugged 4WD SUVs that’s in the four-door class of Jeep Wrangler’s and Ford’s new Bronco Raptor. 4Runner is offered in base SR5 Premium, TRD Sport, TRD Special Edition, TRD Off-Road 4X4, TRD Off-Road Premium 4X4 and TRD Pro. It’s also offered in 2WD. We tested the 4X4 TRD Sport that is mid-priced within the above trim models. For 2022, 4Runner hasn’t changed much in appearance as it maintains a rugged look and stance. And it sports a non-functional hood scoop that’s mainly for a sporty look. Added though were powered running boards that can be set to stay open, or automatically slide open/close when opening/closing the doors. They’re nice to have considering step-in is a 23-inch stretch. This ruggedness follows through to the interior that has a lot of styling features from Toyota’s top-selling midsize Tacoma pickup. In place of the 4WD stick shifter in past models, the 2022 has an electronic dial for 2WD, 4H and 4L gearing. Its 8-inch infotainment system, with split screen display, now includes Apple CarPlay, Android Auto, Amazon Alexa, Wi-Fir hotspot connectivity, and most significantly, Toyota’s Safety Sense P safety suite. Included is blind-spot monitoring and rear cross traffic alert, pre-collision system w/pedestrian detection, lane departure alert plus a back-seat safety alert when leaving a child, pet or packages on the back seat. Speaking of seats, an optional third row is also offered. Within the App suite there’s traffic and weather apps along with a wide area weather map. HVAC controls are large, easy to view and use even with gloved hands. And the gear selector for the 5-speed automatic transmission is robust. The gauge cluster has a driver information display between the gauges for features, functions and alerts. 4Runner’s SofTex front seats are heavily cushioned with sensible lateral support. The rear seats have gobs of headroom and adequate leg room for two adults or three tweens. The cargo area, with a tall 30-inch lift over, has a manual liftgate but the gate window powers down to carry extra-long items out through it or to stow/retrieve items without having to open the liftgate. A helpful feature. With the rear seatbacks upright, there’s 47.2 cubic feet of cargo space that measures 39 inches deep, 48 wide and 35 high. To extend cargo space, the rear seats fold but the bottoms must first be flipped forward against the backs of the front seats. After which, the seat backs fold down behind them. Because of this, the seat bottoms eat up about six inches of cargo loading depth but still provides 89.7 cubic feet of space that offers 65 inches of depth. There are also twin bins on the right side of the cargo area to stow small items. Beneath the cargo floor is a full-size spare as a space saver tire wouldn’t hack it for a rugged off-roader as this. 4Runner has but one proven engine that has been around for some time. A 4.0-liter V6 generates 270-hp and 278 lb/ft of torque for EPA mileage estimates of 16 city, 19-highway mpg. Not exactly miserly, but consider 4Runner carries a hefty curb weight of 4,750 pounds and can tow up to 5,000 pounds. It has robust power from acceleration to highway passing maneuvers. As for its off-road abilities, it has an approach angle of 33 degrees and a departure angle of 26 degrees with a ground clearance of 9.6 inches. The only feature missing is rear wheel lock for when the going gets really tough. Sprung with front coil springs with double wishbone suspension and stabilizer bar, and rear coils also with a stabilizer bar, 4Runner rides a bit taut on Yokohama 20-inch, all-season tires. With its X-REAS Sport Enhancement Suspension, 4Runner has an expected taut, stiff ride. Remember, it’s off-road capable and it’s here where it excels. Otherwise, it’s on par with the aforementioned competitors. 4Runner has a turning radius of 37.4 feet that makes it relatively easy to park in tight spots, and it maintains control on off-road nasties. With a lengthy list of standard features and Sport model trims effects, 4Runner carried a base price of $42,025. Extra cost options include the Premium Audio with 8-inch infotainment display, Wi-Fi and Safety Connect ($1,585); automatic running boards ($1,500); Technology Package ($1,310); roof rack w/cross bars ($185); high-performance LED fog lights ($169); cargo mat ($100) plus delivery ($1,215), took the bottom line to $47,589. While it doesn’t have some of the amenities of the competition, 4Runner is still priced competitively. It’s not your typical mall-crawler, but a proven off-roader for those who take their SUVs off the beaten path to hunt, fish, camp or hike the great outdoors. The 2022 Mazda3 hatchback turbo combines superb handling with AWD to form a sporty crossover8/24/2022 The Mazda3 compact sedan or hatchback with AWD exudes superb handling, loads of power with the turbo engine and it’s priced attractively and below its Euro competitors. We were privileged to test the hatchback version that with its AWD traction capability, can be considered a compact crossover. Mazda3 is offered in several trim models, most based on three engine choices. We were privileged to test the 2.5 Turbo w/Premium Plus package. Like all Mazda vehicles, the 3 is a suave looker. Especially when painted in Soul Red Metallic paint that years back, would be called Candy Apple Red. And when filling up at a service station, it grabbed a lot of eyes and compliments. As Mazda3’s exterior is a sharp looker, so is its interior. It boasts an 8.8-inch infotainment display that melds nicely into the dash top. No one will complain about the heated front seats that are sumptuously padded and nicely supportive. A rotary controller on the console selects a host of functions for its infotainment system plus a rearview camera with 360 degree and close-up views, Mazda Connected Service with Apple CarPlay, Android Auto, satellite radio, navigation and more. The burly console mounted gear selector controls the standard 6-speed automatic transmission that is supplemented with paddle shifters for those who want to optimize performance. Kudo’s to Mazda for not going with a CVT transmission although it would improve fuel economy - but the 3 would lose it’s sporty performance. Mazda3s gear selector shares the glossy black console top with a drive mode selector switch that offers Normal and Sport modes. The latter increases engine rpm’s by about 500 while also increasing shift points for increased performance. The only feature missing in the cockpit is a wireless phone charger. But there are receptacles for wired charging in the spacious console box. The entire cockpit features quality materials and build. Over on the gauge cluster, modes and other operating functions appear in the speedometer. Above it, the windshield has a head-up-display that shows posted speed limits and stop signals. If exceeding the posted speed limit, hash marks appear beyond the numbers as a reminder. Rear seat ingress/egress is easy thanks to wide opening doors. Once in, and with the front seats half-way rearward, a 5’8” person can be comfortably seated with decent leg room and adequate headroom. Trunk space is on par with others in this class. It’s rated at 20.1 cubic feet with 33 inches of loading depth with the rear seatbacks upright. Flip the seats and capacity expands to 47.1 cubic feet for 60 inches of loading depth. Beneath the trunk floor is a space saver tire but there’s no space around it to stow small items. With AWD, Mazda’s system sends equal amounts of torque between the front and rear axles. But with a low ground clearance of 5.5 inches, the 3 can handle snow plowed roadways, and only mild, homogenized trails. The Mazda3 really shines in the handling department. With its G Vectoring Control Plus system, it keeps the 3 planted in sharp turns and corners. The system does a few things like reducing power a bit, applies some braking to the outside wheel to keep the ship stable and true tracking. As for the ride on Bridgestone 18-inch tires, it’s smooth, quiet and a pleasure to drive with good road feedback. It also parks easily in tight spots with a 37.3 foot wall-wall turning radius. With three powertrains offered dependent on trim model, the test car came with a 2.5-liter turbocharged inline 4-cylinder that generates 227-hp (250 with 93 octane fuel) and 310-lb/ft of torque (320 with 93 octane) for EPA estimated fuel economy of 23 city, 31-highway mpg. Activate the turbo too often and those numbers will slip. Mazda3 is priced reasonably with a long list of standard amenities and safety features such as driver attention alert, lane departure warning, lane keep assist, blind spot monitor, smart brake support, rear cross traffic alert, rain sensing wipers, heated power side mirrors and many more. Also standard was Bose audio, sunroof, heated steering wheel. The only extra cost item was for the Soul Red Crystal paint ($595) that took the base price of $34,400 to $36,010 with delivery. Also impressive is Mazda3s governments 5-star safety ratings. It earned a full five stars for an overall score, five for driver/passenger frontal crash, five for front/rear seat side crash, and five for rollover. A perfect score. Now that’s impressive. Mazda3 is a good compromise between a full-fledged SUV/crossover and a compact family sporty sedan. Its advantage is that it offers the best of all worlds. The 3 also comes with 60 months/60K mile, 36/36K bumper-bumper warranties, plus 24-hour roadside assistance coverage. |
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