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Latest Bond, Fast and Furious Movies Postponed...Again

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The two films won't arrive until close to mid-2021.

The release of F9, the latest movie in the Fast and Furious franchise, has reportedly been pushed back to May 2021. Blame the postponement of the new James Bond film, No Time to Die, which will now launch on F9's previous release date of April 2, 2021. It seems you can't have these two big-budget blockbusters face off against each other on the same weekend.

This marks the second time both films' dates have been moved. Credit the coronavirus pandemic, as the deadly disease made the two movies' summer 2020 release dates all but impossible. To work around the virus, No Time to Die's premiere was moved to November, however, the continued threat of COVID-19 forced the studio to push the movie—a second time—to April 2, 2021. In response, F9 will seemingly push its opening day back in order to ensure it's not competing with the 25th Bond flick for ticket sales.

Of course, there's always the chance both movies are pushed back a third time. With millions of Americans having contracted the virus (more than 200,000 of which have died), relatively limited testing, and minimal contact tracing, the United States may not be in a position to cram individuals into theaters by April or May of 2021. That said, we hope this is not the case and the country can return to some semblance of normalcy by the time these two movies are due to hit the big screen.

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2021 Jaguar XF First Look: A Baby XJ For You, Sir?

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The XF adopts some of the now-defunct XJ's cues.

Although we love the current Jaguar XF's sharp looks and excellent handling, its underwhelming infotainment system and interior quality leave us wanting. Luckily, Jag's midsize sedan gets a major overhaul for 2021 that should help give the aging cat another life. Sadly, the XF Sportbrake is not mentioned in the 2021 update, which leads us to believe it's likely gone for good in the United States. A moment of silence, please.

2021 Jaguar XF Design Details

2021 Jaguar XF Design Details Watch This! Jethro Bovingdon Accidentally Sets A New Record in the Jaguar Project 8 Watch This! Jethro Bovingdon Accidentally Sets A New Record in the Jaguar Project 8 10 Reasons Why The Jaguar I-Pace Is Tesla's Worst Nightmare 10 Reasons Why The Jaguar I-Pace Is Tesla's Worst Nightmare 2018 Jaguar E-Pace Overview 2018 Jaguar E-Pace Overview Jaguar D-type Continuation Car Promo Film Jaguar D-type Continuation Car Promo Film 2018 Jaguar XJR575 vs. 2018 Maserati Quattroporte GTS on Head 2 Head 2018 Jaguar XJR575 vs. 2018 Maserati Quattroporte GTS on Head 2 Head Jaguar F-TYPE SVR Tunnel Jaguar F-TYPE SVR Tunnel Jaguar I-Pace Concept in London Jaguar I-Pace Concept in London Jaguar Insomnia Jaguar Insomnia Jaguar XKSS continuation car Jaguar XKSS continuation car Jaguar XE Project 8 hits the track Jaguar XE Project 8 hits the track Lucid Air EV In-Car Lap at Weathertech Raceway Laguna Seca (Courtesy of Lucid) Lucid Air EV In-Car Lap at Weathertech Raceway Laguna Seca (Courtesy of Lucid) right arrow 2021 Jaguar XF: Fresh Looks For An Aging Cat We'll start with the 2021 XF's new face, which adopts a number of styling measures that also appear on the recently refreshed 2021 Jaguar F-Pace crossover. This includes new blade-like LED running lights LED daytime running, grille, front and rear bumpers, and taillights. Keen eyes will note the sedan's reworked fender vents and C-pillar, which is rounded off for a more elegant look. Jaguar notes the XF's new nose makes the car look bolder. We, however, prefer the term "elegant."

2021 Jaguar XF First Look 182021 Jaguar XF First Look 18 filterSEE ALL 30 PHOTOS Behind its new nose sits one of two engine options. Gone is the current car's available V-6. Instead, buyers can choose between a 246-hp or 296-hp turbocharged 2.0-liter four-cylinder engine. Both mate to an eight-speed automatic. Whereas the lower power four-pot offers rear- or all-wheel-drive, the optional unit pairs exclusively with all-wheel drive. Depending on the output, four-cylinder XFs sprint from a standstill to 60 mph in either 6.5 seconds or 5.8 seconds, per Jaguar.

We asked a brand representative why the 2021 F-Pace's new "mild-hybrid" inline-six with 395 hp isn't available in the XF and were essentially told customer demand for the V-6 XF didn't warrant its inclusion on the 2021 model.

2021 Jaguar XF: Interior Upgrades Hop inside the 2021 XF and you'll note a new infotainment system that includes the brand's latest software, dubbed Pivi Pro, and an 11.4-inch touchscreen that seemingly floats above the dashboard. The slightly curved screen is housed in a magnesium frame and is divided into three main sections when activated: media, navigation, and external devices. The setup promises snappier performance and the ability to receive over-the-air updates.

2021 Jaguar XF First Look 152021 Jaguar XF First Look 15 filterSEE ALL 30 PHOTOS Android Auto and Apple CarPlay are standard, as is a 12-speaker Meridian sound system. To combat road-noise, Jaguar adds active noise cancellation to all XF models. There's also a standard surround-view camera that should make parking this luxury sedan a breeze.

The rest of the interior has been luxed-up, too. Inside you'll find materials such as open-poor wood trim, a new front seat design, a redesigned center console, and air vents finished in brushed metal. There's also a new steering wheel design.

All in all, the XF appears to be a more elegant and well-rounded package for 2021. There's still no word on pricing, but the current XF starts at $52,250. We assume Jaguar will bump the price of the 2021 model by at least a couple hundred dollars.

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The Audi A7: History, Generations, Specifications

All things Audi A7 on Automobile.

Audi A7 Essential History

If German naming conventions have you all twisted-up, understanding the Audi A7 is simple. Think of the A7 simply as a more elegant, stylish Audi A6, incorporating most (if not all) the A6's powertrain options and interior design. Make sense? We hope so, considering you've had eight model years to figure the A7 out. Launched globally in late 2010, Audi's swoopiest four-door didn't make it to the States until the 2012 model year, filling a Mercedes-Benz CLS-Class-sized gap in the automaker's lineup.

First-Generation Audi A7 แม่จำเนียร

Initially, Audi's ubiquitous 3.0-liter supercharged V-6 served as the only source of motivation, with 310 horsepower and 325 lb-ft of torque routed to the Quattro all-wheel-drive system via an eight-speed automatic transmission. Soon after, the nerd-tastic 3.0-liter turbocharged 3.0-liter diesel V-6 hit our shores, now offering 240 hp and a thick 428 lb-ft of torque through the same eight-speed automatic.

With a 0-60-mph run tested somewhere in the low five-second range and a top speed of 155 mph, the bog-standard A7 was hardly a slug, but the later S7 added an extra dollop of speed and performance onto the platform. As the A7 is to the A6, the S7 is essentially a rebodied S6 of the same generation, incorporating the S6's excellent 4.0-liter twin-turbo V-8 and slick seven-speed dual-clutch transmission. A total of 420 hp and 406 lb-ft of torque are on tap, returning a 0-60-mph run in 4.5 seconds and a top speed of 155 mph. Model year 2016 saw updates across the board, with the A7 upgraded to 333 hp and the S7 to 450 hp. Along with extra power, the S7 also added upgraded suspension, brakes, tires, wheels, and interior components over the regular A7.

Still not enough? The mighty RS7 is one of the most potent of all Audi four-doors, boosting the S7's 4.0-liter twin-turbo V-8 to 560 hp and 516 lb-ft of torque through an eight-speed automatic transmission. The RS7's 0-60-mph dash takes just 3.7 seconds, while upgraded brakes—and optional carbon ceramics—and revisions to both chassis and aero improve braking and handling. Finally, for the truly power-mad (and wealthy), Audi's 2017 updates brought the debut of the RS7 Performance model, rated for 605 hp and 553 lb-ft and capable of 0-60-mph times in the low three-second range.

Second-Generation Audi A7

The second generation of A7 arrived for the 2019 model year, and landed with the newest variant of Volkswagen/Audi's MLBevo platform, a new turbocharged V-6 engine, and a 48-volt mild hybrid system. Stick with the A7, and you'll get a 3.0-liter that puts out 335 hp and 369 lb-ft of torque through all four wheels and a seven-speed dual-clutch transmission. The 0-60-mph dash takes 5.2 seconds, and top speed is limited to 130 mph.

By now, you should know how this goes. The second-gen S7 wasn't long behind the new A7, upping the ante with the 2.9-liter twin-turbo V-6 pulled from the current RS5. This means 444 hp and 443 lb-ft of torque through an eight-speed automatic, cutting the 0-60-mph sprint time to 4.5 seconds, but keeping the top speed limited to 155 mph. Scarier still is the new RS7, packing an updated 4.0-liter twin-turbo V-8 with 591 hp and 590 lb-ft of torque that allows for a 0-60-mph scuttle in 3.5 seconds. Not convinced? Watch this space for the inevitable arrival of a new RS7 Performance.

Audi A7 Highlights

The effortlessly handsome Audi A7 wasn't the first fastback sedan, but it was one of the cars that established the segment alongside the groundbreaking Mercedes-Benz CLS, and the A7 remains a staple of Audi's lineup. The A7—and subsequent high-performance variants—aren't at the top of the Audi dogpile in either price or size, but the A7 family possesses some of the strongest aspirational pull and consumer recognition. For many, the RS7 is about as good as a modern four-door can get, both aesthetically and dynamically, and we can't say there isn't a kernel of truth in this. Better yet, even if you don't make the jump to the S7 or RS7, the regular bog-standard A7 is still one of the most luxurious and beautifully packaged vehicles on sale today.

Audi A7 Buying Tips

Figuring out which member of the A7 family to buy breaks down to what you want out of your style-forward German luxury car. If you're in the market for a reliable, trouble-free daily driver, go with a new A/S/RS7; there's little point pumping endless dollars into a second-hand A7 unless you're already a die-hard Audi enthusiast.

If you're OK with driving a used S7 or RS7 as a second or third car for long distance trips or medium-distance use around town, look for a strong maintenance record. If you can't find a good one or maybe can't afford one of the cleaner ones, we say keep walking—this is a case of pay now or pay big later.

When you do find a nice pre-owned example, have it checked out by a local Audi dealer or independent specialist to make sure there isn't anything insidious hiding under those sumptuous bodylines. If there are issues, you shouldn't have any trouble finding parts, however expensive they may be; Audi still provides factory support for A7s both old and new.

Audi A7 Stories On Automobile

We've been fortunate enough to drive every U.S.-bound iteration of the handsome A7 family since its introduction. Check out a few of our favorites below.

We drove the first-gen S6 and S7 back in 2012.

An Audi RS7 Performance played the role of ultra-expensive, ultra-quick getaway vehicle when fires threatened Southern California.

We drove the second-gen Audi A7 in South Africa for our first drive.

Speaking of the Audi A7 and Africa, we happened to take the new A7 to Namibia soon after.

Our first drive of the second-gen 2020 Audi RS7 proves its lost none of its violence.

Audi A7 Quick Facts  

First year of production: 2013 (U.S. )

Original price: $60,995 (2013)

Current price: $69,995

One of the most handsome sedans ever built

S7 and RS7 are brutally quick ultra-luxe sleds

No matter the version, the A7 family excels

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Automobile of the Year 2013 Audi A7

Automobile of the Year 2013 Audi A7

2017 Detroit Auto Show: Audi Q8 Concept Overview

2017 Detroit Auto Show: Audi Q8 Concept Overview

Audi h-tron Quattro Concept

Audi h-tron Quattro Concept

2017 Audi R8 Spyder: New York Auto Show

2017 Audi R8 Spyder: New York Auto Show

By Design: Audi Q8 Concept

By Design: Audi Q8 Concept

2017 Audi R8: Driven

2017 Audi R8: Driven

2018 Audi TT RS vs. 2018 Porsche 718 Cayman GTS—Head 2 Head Episode 105

2018 Audi TT RS vs. 2018 Porsche 718 Cayman GTS—Head 2 Head Episode 105

Garmin Catalyst Launch Video

Garmin Catalyst Launch Video

2020 Tesla Model 3 Performance Races Classic Dodge Coronet

2020 Tesla Model 3 Performance Races Classic Dodge Coronet

Lucid Air Tri-Motor Prototype Runs the Quarter Mile

Lucid Air Tri-Motor Prototype Runs the Quarter Mile

2022 Volkswagen Taos Prototype

2022 Volkswagen Taos Prototype

Lucid Air EV In-Car Lap at Weathertech Raceway Laguna Seca (Courtesy of Lucid)

Lucid Air EV In-Car Lap at Weathertech Raceway Laguna Seca (Courtesy of Lucid)

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Audi A7 FAQ

You have questions about the Audi A7. Automobile has answers. Here are the answers to some of the most frequently asked questions about the Audi A7.

Is The Audi A7 A Good Car?

While the answer depends on what you intend to use it for, we'd say the A7 family is, overall, one of the better four-door sedans you can buy today.

How Fast Is An Audi A7?

If we're talking 0-60-mph times, the current A7 handles that in 5.2 seconds. For top speed, expect to hit the limiter at 130 mph.

What Is The Horsepower Of An Audi A7?

The 3.0-liter turbocharged V-6 in the current Audi A7 puts out 335 hp and 369 lb-ft of torque.

filterSEE ALL 47 PHOTOS

Static photo Colour: Misano Red

2020 Audi A7 Sportback Specifications

PRICE    $69,995

ENGINE    3.0L turbo DOHC 24-valve V-6/335 hp @ 5,000-6,400 rpm, 369 lb-ft @ 1,370-4,500 rpm

TRANSMISSION    7-speed dual-clutch automatic

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Audi A7 FAQ

You have questions about the Audi A7. Automobile has answers. Here are the answers to some of the most frequently asked questions about the Audi A7.

Is The Audi A7 A Good Car?

While the answer depends on what you intend to use it for, we'd say the A7 family is, overall, one of the better four-door sedans you can buy today.

How Fast Is An Audi A7?

If we're talking 0-60-mph times, the current A7 handles that in 5.2 seconds. For top speed, expect to hit the limiter at 130 mph.

What Is The Horsepower Of An Audi A7?

The 3.0-liter turbocharged V-6 in the current Audi A7 puts out 335 hp and 369 lb-ft of torque.

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Bugout Time: Camping With the Roofnest Sparrow and the Kia Telluride

We escape to the desert to give this innovative rooftop tent a try.

California was on fire and I needed to find a place to go camping. Why? The fine folks at Roofnest had offered us the chance to borrow a 2020 Kia Telluride SX equipped with their Sparrow hardshell rooftop tent before the Golden State was ablaze, and there was no way I was going to miss the opportunity to get away from it all after being cooped up at home for so long.

Fortunately, our National Parks system has great online resources and a quick search was all my fiancée and I needed to locate a campsite in Joshua Tree and reserve a space, despite less than a week's notice. Our last-minute planning session fits the spirit of camping in a tent affixed to the top of a car—as long as the roof box is already secured to the vehicle, one can theoretically grab their gear and get out of Dodge at a moment's notice.

I hadn't been camping since I took a Honda Passport on a road trip from Oakland to the Trinity Alps for a backpacking trip, and since my camping friends prefer not to car camp, I hadn't had what I view to be a luxurious camping trip in a long time. After a quick run to REI to pick up whatever remaining essentials we needed, we loaded up the Telluride and hit the road midday on a Saturday. It's worth noting that despite our fairly space-inefficient gear, Kia's three-row SUV is so spacious we only needed to flip down the back seats to have oodles of room to spare. It was great not having to stress about using my Tetris skills to get everything to fit.

Streamlined Sparrow, Stable Telluride

Both in town and on the highway, the Roofnest Sparrow was barely noticeable on top of the car. I had driven the Telluride before this excursion, in almost the exact same specification as the one pictured here, so I was familiar with its handling and feel. Its naturally aspirated V-6 engine produces a stout 291 horsepower and 262 lb-ft of torque, and the Telluride never felt encumbered by wind resistance or weight. Roofnest built the Sparrow out of ABS plastic reinforced with hand-laid fiberglass, keeping the weight down to a modest 130 pounds. Even in the curvier mountain passes we traversed to get up to the desert there was little sense of a higher center of gravity.

The tent box is anchored to the roof with a Thule Rapid Podium Foot Pack fastened to the Telluride with a vehicle-specific Fit Kit. The Roofnest is attached to Thule SquareBar Evo 135 cross bars which cost $339.90 in total, so be sure to factor that into the budget if you're in the market for a new roof-top tent.

Setting Up the Tent and Spending the Night

Getting situated with the Roofnest Sparrow is easy, and packs some wow factor. All you have to do is pop off the latches on each side of the hard-shell roof box and the tent springs up with rapid hydraulic action. Roofnest includes a collapsible ladder that attaches to either bottom side of the tent's shell to provide access to the sleeping quarters. It's very light and easy to hoist into place, although due to its segmented construction there was quite a bit of flex when I climbed up to stow our stuff. Once I got used to the flex, though, I had no issues scurrying up and down from the top of the SUV.

Since setting up the campsite took just a few minutes, we were able to spend the rest of the day hiking and appreciating the awe-inspiring rock formations. After an evening of star gazing, we clambered up the ladder to get a good night's rest before the drive back to Los Angeles in the morning. The thick anti-condensation mat inside the tent was comfy enough to sleep on and felt great after a day outside.

Overhead there was a convenient cargo net from which we could hang a lantern and I could safely place my glasses. We tossed most of our stuff at the foot of the bed and still had room for our legs. If we were any taller (I'm the taller one at 5'9") we'd have had to put our backpacks up above to have a comfortable amount of room. The five-foot wide compartment was just spacious enough for the two of us, but larger folks will be very snug if they attempt to sleep side-by-side. แทงบอลออนไลน์

Roofnest Sparrow: Tough Struts We kept the awnings that cover the netted doors and windows down, so it stayed warm all night. The sides of the tent are thick enough that the light hardly penetrated through the material, so in the morning we were woken up by the heat rather than by the sun's brightness.

For the Sparrow, Roofnest upgraded the folding support struts to be stronger than previous models. The struts on our unit seem to have been a lot more powerful than other Sparrow tents depicted in video reviews online. Our tent popped up way faster than what I saw in my pre-trip research.

Our test tent's mighty struts were convenient when we opened it but presented a challenge when it came time to pack up. Closing the shell required quite a bit of strength—the rear seemed to want to pop back up unless we strapped it down with the provided tab and buckle. Once that was sorted, pulling down the front of the shell required my body weight and then some. After fighting with the struts, the tent stayed down only with help of the latches on each side of the box. It seems like my experience isn't universal however, and that there may have been an issue with the example we borrowed.

The Roofnest Sparrow costs $2,895 and is on sale now. If this is in your budget and you want to live the bugout-at-any-time lifestyle, it's a great way to see our country's natural beauty by car, even at a moment's notice.

Roofnest Sparrow Roof-Top Tent Highs Super easy setup Very low impact on vehicle dynamics Spacious and cleverly designed interior Roofnest Sparrow Roof-Top Tent Lows A lot more expensive than just using a normal tent Difficult to collapse, especially for shorter folks

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2021 Ram 1500 TRX Gets Augmented-Reality Owner's Manual App

Modern in-car technology can be confusing, but Ram's new app aims to fix that.

Not tech-savvy? Sorry, not an option in 2020. Trucks are more feature-packed and technologically advanced than ever before. To help educate owners and get them engaged with their vehicles, Ram Trucks has developed a new mobile app called Know & Go, which will debut with the 2021 Ram 1500 TRX and then roll out to other FCA vehicles. The TRX is Ram's new off-road beast (most comparable to the Ford Raptor) highlighted by its supercharged 6.2-liter Hemi V-8 that produces 702 horsepower and 650 lb-ft of torque. After purchasing a TRX, owners will be able to download the app to their smartphones. ufa.bet

The Know & Go app offers augmented reality to overlay instructions and explanations on certain features, notifications of undiscovered features, overviews on functionalities, how-to videos, and bookmarked feature-specific owner's manual pages. For the augmented reality portion, the app uses your phone's camera to overlay a description of whatever the lens is pointed at on the TRX.

As the winner of FCA's Pitch Night program in June, where the company solicits new ideas from its employees, the Know & Go app went from concept to market-ready in less than three months. More than 500 ideas were submitted for Pitch Night, which were reduced to 50 through employee online voting and then further reduced to 14 by leadership. The finalists received further coaching before presenting their ideas to a panel of FCA big wigs. The Know & Go app won because of its originality, feasibility, viability, and desirability. We're looking forward to giving it a go in the future.

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First Drive: 2021 Jeep Gladiator EcoDiesel Off-Roads Like a Four-Point-Oh

The new diesel is the off-road champ, and it isn’t bad on the street, either.

MALIBU, California—People often ask me how I write car reviews, and I tell them my usual modus operandi is to find a hook—the feature or aspect of the vehicle that really stands out—and then hang the story on that. Where I run into trouble is with something like this 2021 Jeep Gladiator EcoDiesel test drive, which covers a vehicle that has more than one hook.

The obvious one is how much sense a diesel engine makes in an off-road Jeep. But there's also the hook of a diesel-powered pickup, which is a great idea for people who use their pickups to, y'know, do things. And then there's the plain old hook that, to a car guy like me, diesels are just cool. This is when the writing becomes a struggle: Which is the best hook?

2021 Jeep Gladiator EcoDiesel Test Drive: Off-Roading? You Need One Of These Off-roaders reap great benefits from Dr. Rudolf Diesel's invention. Take this particular 2021 Jeep Gladiator EcoDiesel test drive: I started out my day with an off-road run on the trails at Calamigos Ranch, which is familiar territory; I've probably done 100 laps here, and most of them in Jeep Wranglers. Doing so has made me sentimental for the old 4.0-liter straight-six engine Jeep used ages ago, which had just-off-idle torque to beat the band. Most Jeeps nowadays have FCA's 3.6-liter Pentastar V-6, which is a wonderful engine but has one serious off-road flaw: On steep obstacles, you really have to get it going before it will go. And when you're off-road, revving the engine can make things messy.

The 2021 Jeep Gladiator EcoDiesel does away with that little problem. It's powered by the same 3.0-liter, turbodiesel V-6 found in the diesel-powered Wrangler, with 260 horsepower and a mighty 442 lb-ft of torque available. (As Jeep staffers will gleefully point out, that's a 73-lb-ft advantage over the four-cylinder diesel in Chevrolet's lovely Colorado.) Full twist is available between 1,400-2,800 rpm.

Off-road, the advantages are immediately obvious. The 2021 Jeep Gladiator EcoDiesel can tip-toe its way over tough obstacles with the engine at idle speed or just above. If you come across something that gives it pause, just lock the differentials (assuming your Gladiator has this option) and feed in a little more power, and it'll ease over whatever is under the tires just as gently as you please. In these same circumstances, the gas-powered Gladiator requires more throttle input, which leads to more wheelspin and more drama (and I can say this for certain, because I've been in these same circumstances with Pentastar-powered Jeeps). The diesel allows more precision and finesse—think scalpel versus blunt steak knife and you'll get the idea.

Oh, and this is as good a time as any to mention the Gladiator's nose-mounted camera, which I hadn't tried before. Obviously, it comes in very handy for those steep climbs when all you can see out of the windshield is sky and you don't have a spotter outside of the car.

Of course the diesel is more fuel efficient, and that's useful, too—if you're venturing way, way, way the hell off the beaten path, the further a tank of fuel takes you, the better.

So, yes—off-road, there is no question in my mind, the diesel is the one you want.

2021 Jeep Gladiator EcoDiesel Test Drive: Did Someone Say, "Towing"? If you bought your new Gladiator to do pickup-truck things, the argument for the diesel is also pretty strong.

You might expect the diesel to give you more towing capacity, but it actually doesn't. (Towing capacity isn't just about power and torque, it's also about chassis, braking, and cooling capability, and in this case it's the latter that limits the Gladiator.) Across the Jeep Gladiator lineup, the towing champ is the gasoline-powered Gladiator Sport automatic with 4.11:1 sprint gears, at 7,650 pounds. The new 2021 Jeep Gladiator EcoDiesel I test drove—which comes exclusively with an eight-speed automatic and 3:73 axles—tows 6,500 pounds in most trims, and 6,000 pounds in Rubicon form. That's a little more than the gassers in some trims and less in others. The payload capacity is slightly lower as well in most trims (1,075-1,325 pounds) owing to the engine's greater weight.

But what's good about the diesel is the way it develops power—that big wave of low-end torque makes it easy to get the power down to the ground gently. (I tend to tow living things, primarily horses, and driving gently and smoothly is of paramount importance.)

Is it the best-driving engine? Not really. Turbo lag is an issue; there's a pronounced delay between prodding the accelerator and getting an engine response. Same for foot-to-the-floor acceleration from a standing start: Stomp the pedal and there's a pause, and you can almost sense the Gladiator EcoDiesel carefully picking up its skirts before it takes off. Actually, it doesn't take off so much as it wallops you in the small of the back with a sledgehammer. Then there's another pause as the automatic changes gears, then another wallop. Pause, wallop, pause, wallop, and after four or five of these, you're doing 60 mph.

But if you're not mashing the pedal every time you want to go—and believe me, you really don't need to—both the engine and the transmission do their duty smoothly and seamlessly. Noise is minimal; you can just hear the thrum of the diesel over the wind and tire noise (of which there is no shortage in a soft-top 2021 Jeep Gladiator).

Speaking of tires, I should mention this is the first time I've driven the basic Sport model of the Gladiator, the one that wears the closest thing to street tires, and I was impressed with how well it handled. I'm used to Gladiators (and Wranglers) with big, knobby tires that make the steering soft and approximate, but this one went where I pointed it and gripped the road much better than I expected. It's something to think about if you want a Jeep Gladiator and don't plan to do much off-roading.

2021 Jeep Gladiator EcoDiesel Test Drive: Worth The Money? Back to the diesel: Would I buy one? Absolutely. I like the way diesels develop power, and the fuel economy—24 mpg in the EPA combined cycle for Sport and Overland models, versus 19 mpg for the 3.6 gasser—is a nice advantage. So is the cruising range, which is on the order of 500 miles.

Of course, it's easy for me to say the diesel is a better option, because I'm borrowing the 2021 Jeep Gladiator EcoDiesel for a quick test, and I'm not buying it with my own money. Buying the diesel will add some $6,000 to the Gladiator's price ($4,000 for the engine and another $2,000 for the automatic transmission). Add in destination fee, and we're talking about $41,000-plus before you add a single option. And how likely are you to find a Gladiator at a local dealership without a single option? (Hint: Not very.) แทงบอลออนไลน์

So, we can probably rule-out the diesel based on good financial sense. We can also rule it out on towing, since the gasoline-powered Gladiator, when properly equipped, tows more. And while I think the diesel is better off-road, we can't pretend there aren't thousands of Jeepsters out there perfectly satisfied with the 3.6 engine.

What the diesel has, though, is an immeasurable cool factor. Both the Wrangler and the Gladiator just feel right with a diesel. If I was going to buy a 2021 Jeep Gladiator—which, let's face it, makes very little financial sense compared to a Chevrolet Colorado, a Ford Ranger, or a Toyota Tacoma—I'd go for the diesel. Why? Well, why not?

Hey, maybe that's the hook on which I should hang this story.

2021 Jeep Gladiator EcoDiesel Pros Low-rpm torque makes it a better off-roader Better fuel economy and longer range Cool factor 2021 Jeep Gladiator EcoDiesel Cons Turbo lag Uneven power delivery at full throttle Man, is it expensive

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Buy a Camry XSE V6 or Buy This: 2020 Audi A3 Premium 45 TFSI Quattro

More of our premium-meets-mainstream automotive lunacy.

Last week, we compared the Mercedes-Benz A220 to the Toyota Camry XLE V6, and most of you thought I'd lost my mind. I (pre-) explained why I hadn't, but of course the social media reaction was predictably short on folks who had read beyond the headline. So, for those of you who do manage to actually read an article before forming an opinion about it, I offer up an even more affordable take on making the step from a premium mainstream car to a mainstream premium car in the form of the 2020 Audi A3 Premium 45 TFSI quattro S-tronic. For those of you reacting on social media without having read even this far: Yawn. Uninformed opinions are so 2016.

You know the drill: To the specs!

Camry XSE V6 Vs. Audi A3 Premium 45 TFSI: Where The Audi Comes Up Short The first thing you'll probably notice is that there are no extra options added to either car's base price for their respective trim levels. In the case of the 2020 Toyota Camry, the XSE V6 already has a lot of optional-for-lower-tier-models equipment as standard; ticking the available options boxes would have increased the price well above that of the A3, and we're trying to keep things at less than $40,000. In the 2020 A3's case, the upgrade to the 45 TFSI trim level, which brings with it quattro all-wheel drive, put the price just about on par with the top-level Camry's, so I decided to keep it even-steven and just go with each vehicle's standard specification.

As with the Mercedes A220, the Camry seems to handily trounce the A3 if you're only looking at power figures, but this time the Audi out-scoots the Toyota thanks to its combination of turbo torque and quattro all-wheel drive, as well as its slightly lighter curb weight, hitting 60 mph from rest in just 5.4 seconds, 0.4-second quicker than the Camry's 5.8-second time.

The Audi is more expensive, but it's only 3.8 percent more expensive. Otherwise, the Camry's only real advantage over the A3 on the spec sheet is its size—and again, the Audi A3 is closer to the Camry than the Mercedes A220 was, both in terms of interior space and trunk space. The Camry XSE V6 packs 42.1 inches of front and 38.0 inches of rear leg room into its 111.2-inch wheelbase, compared to the Audi A3 Premium's 41.2/35.1 inches of front/rear leg room on a 103.8-inch wheelbase. The A3's trunk offers a relatively generous 10.0-cubic-feet of storage, 16 percent more than the A220, but still only about two-thirds the volume of the Camry's capacious 15.1-cubic-foot trunk.

It's clear the A3 is a smaller car, but aside from rear-seat leg room and a bit of trunk space, you're really not giving up that much to the Camry in terms of daily space unless you regularly have two or more other people in your car. If you do regularly have several occupants, it's worth keeping in mind the fact the Camry scores five stars across the board in NHTSA crash testing, while the 2020 A3 scores a five-star overall rating, but with four-star frontal-offset and rollover-crash results.

Camry XSE V6 Vs. Audi A3 Premium 45 TFSI Spec Sheet Quick Facts The Camry is roomier than the A3, especially in the rear seat The Camry can hold more stuff than the A3 The Camry is slightly less expensive than the A3 The Camry is slightly more fuel-efficient than the A3 The Camry rates higher in crash tests The A3 is somewhat quicker than the Camry The A3 is somewhat lighter than the Camry Camry XSE V6 Vs. Audi A3 Premium 45 TFSI: Where The Audi Comes Out On Top As with the Mercedes, aside from size, the Audi comes out on top in pretty much every other category, most notably in terms of interior design and styling. The Camry's no penalty box—quite the contrary, actually; it's a reasonably good-looking, nicely trimmed space—but there's no doubt you're driving a Toyota, however nice. In the A3, you get a taste of how the few-percenters live, with many of the same styling cues and details found in Audi's $60,000-and-up offerings. The only downside to the A3's design, really, is that the next A3, due to arrive in the U.S. sometime next year, looks even better.

Without adding any extras, the A3 Premium (the base trim in Audi parlance; the step-up variant is the Premium Plus) as equipped in 45 TFSI guise includes aluminum interior trim, heated front seats with leather seating surfaces throughout the cabin, with eight-way adjustability (plus four lumbar adjustments) for the driver. The Camry's front seats both offer eight-way adjustability, and the XSE V6 trim includes leather trim and heating for the front seats, too.

The Camry XSE V6, perhaps surprisingly, does not include navigation among its standard features (it can be had for $2,790 as part of the Driver Assist Package with Options), but it does include both Apple CarPlay and Android Auto, so that's essentially a moot point—and doubly so, because the A3 takes the same approach. Both come with good-sized displays, the Camry XSE V6 using an 8.0-inch display as the interface to the nine-speaker JBL Audio Plus with ClariFi system, which includes Bluetooth audio and handsfree functions as well as AM/FM/HD Radio/CD and SiriusXM, one USB media port, two USB charge ports, and voice recognition.

The A3 Premium's standard tech kit includes a 7.0-inch display and MMI Radio interface, with HD Radio and the aforementioned Apple CarPlay and Android Auto compatibility, but since I didn't opt for the Premium Plus trim, this A3 misses out on the 14-speaker Bang & Olufsen audio system, but makes do just fine with its standard 10-speaker system. Overall, the electronics advantage you might expect the Audi to have is not really there; most of the A3's more "wow" features (like Virtual Cockpit and advanced driver-assist tech) are part of the $3,000-dearer Premium Plus's realm or optional packages. One thing the Camry has that the A3 doesn't at this price point is a 10-inch head-up display (HUD), which can be a great help in maintaining alertness while knowing where you're going and what's going on in the car.

As closely matched as these cars are on features, the behind-the-wheel driving experience is worlds apart. It's not so much that the A3 has immaculate at-the-limit driving dynamics; it doesn't. But it does have a very sweetly tuned suspension and a rigid chassis that communicate a classical Europeanness in ride and handling. For some of America's more neglected roads, however, the Camry's somewhat plusher ride may be preferable. Neither will let you down in a quick merge or two-lane pass, as both are more athletic than you might think, and are plenty powerful for their (different) sizes. The Audi, however, will inspire more confidence in slippery conditions, thanks to its standard quattro all-wheel drive. The Camry is available with all-wheel drive, but not when paired with the V-6 engine. ufa.bet

2020 Toyota Camry XSE V6 Vs. 2020 Audi A3 Premium 45 TFSI Quattro: Overall Value This match, to my eye, is a much closer one than the Mercedes A220 vs. Camry XLE battle, but that may just be my bias showing through. If this showdown were held next year, I'd expect the rather stunning new A3 to start any feature or performance comparison with a commanding lead over the Toyota on the strength of its design alone. But this year, as we say goodbye to the present A3, it's a much tougher call. The 2020 Toyota Camry XSE V6 represents a tremendous value in terms of feature set, technology, and power. But the whole premise of this Buy a Camry or … series is that the Camry, while commendable, is commonplace. The 2020 Audi A3, while it may be the least-expensive Audi, still isn't so popular as to be seen filling whole rows of parking lots, and it's a sharp little sedan even today. For the style-conscious who don't need a ton of extra space, the Audi A3 is a nice doorway into the world of much more expensive cars at the cost of a Camry.

2020 Toyota Camry XSE V6 Vs. 2020 Audi A3 Premium 45 TFSI Subjective Quick Take The A3's interior and exterior design are more "premium-feeling" than the Camry's The A3's technology and equipment are evenly matched with the Camry's The A3's ride and handling are somewhat sportier than the Camry's The A3 may soon look dated with a new model on the way The Camry is a tremendous value The A3 remains a great choice for those who don't want to see their car coming and going Camry has a 10-inch HUD, A3 doesn't have a HUD

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2021 Acura RDX Gets Very, Very Orange PMC Edition

Wow, that’s orange.

One of the best compact/tweener SUVs to drive, the Acura RDX stands out for its punchy engine, spacious and well-crafted interior, and strong value proposition. It's also a huge seller for Honda's luxury brand, and the tip of the spear of its return to form as a properly sporting marque. And so it makes sense that the 2021 Acura RDX would be the next in line, following in the footsteps of the larger MDX and the TLX sedan, to offer a special limited PMC Edition model.

Just 360 copies of the RDX PMC Edition will be available, and the model is named after the automaker's Performance Manufacturing Center in Ohio, the same facility that births the NSX supercar. We hope you like bright paint jobs, because each model is coated in eye-popping Thermal Orange Pearl, a special color introduced on the NSX last year. (Previous PMCs were Valencia Red.) The color's application involves multiple base layers underneath a middle coat of gold and orange mica and four layers of clearcoat. Acura says each RDX spends five days in the paint process before being hand-assembled.

The special RDX combines the styling aesthetic of the A-Spec model with certain luxurious features of the Advance Package. The model's 20-inch wheels, chrome exhaust finishers, roof, side mirrors, and door handles are all blacked out, while the black grille features a body-color surround; all of the forgoing is said to be exclusive to the PMC.

Inside, you'll find the same orange and black theme. The leather seats feature microsuede inserts and orange stitching, the latter of which carries over to the steering wheel, center console, dashboard, and floor mats, too. Dark brushed-aluminum trim decorates the instrument panel, and additional standard goodies include a surround-view camera, head-up display, and front and rear heated seats from the Advance Package. Ventilated front seats are also part of the deal, as is a serial-numbered plaque on the center console.

Like other RDX models, the 2021 Acura RDX PMC Edition features a 2.0-liter turbocharged four-cylinder making 272 horsepower and 280 lb-ft of torque, although Acura's Super-Handling AWD is standard on this variant. Acura hasn't announced exact pricing details for the RDX PMC Edition, but says it will be available in the low-$50,000 range. The first deliveries to customers will start in October, with each example being swaddled in a protective film and transported in an enclosed, single-car trailer. แทงบอลออนไลน์

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First Look: New 2021 Kia Sorento Gets Turbo Power, Dual-Clutch Gearbox

A plug-in hybrid version will arrive later as the Sorento ups its game.

Here in the land of No Boring Cars, we've always appreciated the Kia Sorento for what it is: a well thought-out, smartly packaged, and value-packed three-row crossover SUV. A design standout? Not really. Exciting to drive? Maybe your aging aunt would think so. But today, Kia announced its fourth-generation 2021 Sorento in the U.S. (it's already on sale in Europe), and hopes to add a little bit of zest to a fairly mundane market segment, and to stick it to competitors like the successful Volkswagen Atlas, venerable Honda Pilot, and available-with-a-Hemi Dodge Durango.

2021 Kia Sorento: Chassis And Powertrains The new 2021 Kia Sorento gets a new platform, dubbed "N3," which Kia said can easily accommodate the four different powertrains the company plans to eventually offer, and it's also stronger and lighter than the outgoing chassis. Wheelbase is up by 1.4 inches, weight for the bare-bones unibody is down nearly 6 percent, and stiffness is increased by 4 percent. All of this is part of Sorento design goals which aim to improve noise, vibration, and harshness levels while also making the Sorento a little more engaging from behind the wheel.

When the 2021 Kia Sorento hits showrooms later this year, three engines and transmissions will be available. The base engine is the familial 2.5-liter, naturally aspirated four-cylinder (as found in the new Kia K5 sedan), producing 191 horsepower and 182 lb-ft of torque, and replacing the outgoing 2.4-liter version with a 2-mpg economy bump to a combined 27 mpg. A turbocharged, 2.5-liter four is the upgrade engine, replacing the previous 290-hp, 3.3-liter V-6, and making a healthy 281 hp and 311 lb-ft, while offering 25 mpg combined. Both engines can be paired with front- or all-wheel drive. While the base engine continues with Kia's eight-speed automatic gearbox, the turbo mill gets a new eight-speed wet dual-clutch transmission. The third launch engine is the Kia/Hyundai 1.6-liter turbo-four paired with a 44kW electric motor, a six-speed automatic, and front-drive only. This setup delivers 227 hp, while also giving 37 mpg combined. At some point in the near future, a 1.6-liter, turbo-four plug-in hybrid will produce 261 hp and all-wheel drive, while boasting a 30-mile electric-only range, enough distance for most commutes.

2021 Kia Sorento: Fresh Interior And Exterior Design And Equipment We won't be able to tell you if the 2021 Kia Sorento is more exciting to drive for awhile yet, but at least its designers tried to make their three-row people-hauler look more exciting. An updated Kia "tiger nose," larger front grille, and LED lighting have helped spruce-up the crossover, while chrome accent bits where the front fenders meet the doors have an upscale feel. We like the creased hood and more chiseled appearance overall, even if the overall profile isn't a dramatic departure from the current model.

The interior, often a strong point in Kia's model range, presents as more upscale as well, especially in upper trim levels with optional diamond-quilted leather upholstery, a 12.3-inch fully digital instrument panel, and a 10.25-inch center display that includes haptic feedback controls and accepts two simultaneous Bluetooth device pairings.

Base models make do with an 8.0-inch display atop the center stack, and a more traditional, analog driver interface. More luxury features trickle down to the Sorento this time around, with eight USB ports in all models but the base LX, an available Blind View Monitor system which gives a live view of neighboring lanes on the instrument panel, and a four-camera Surround View Monitor for easier parking. Kia says a UVO link system offers several connected vehicle features such as accurate real-time navigation route planning, weather conditions, and more. A 12-speaker Bose stereo, wireless smartphone charging, and Rear Occupant Alert are also available options.

Kia also offers captain's chairs in the Sorento's second row in lieu of a bench seat, if desired, and says the 2021 Sorento will have best-in-class front and rear legroom, as well as overall interior passenger room.

2021 Kia Sorento: Trim Levels And Driver-Assistance Systems The 2021 Kia Sorento will be available in five trim levels at launch, including LX, S, EX, SX, and SX-Prestige. The latter is the one all your neighbors will talk about, and it aims to give the Sorento a hip new vibe with younger buyers and outdoorsy types. It follows a classic formula, with a 1.0-inch suspension lift, a rugged looking roof rack, sturdy looking bumpers, and off-road-ready features like a center-locking differential and downhill-descent control (though the 20-inch alloy wheels on this model hint that few will see more challenging terrain than the occasional parking curb).

Kia says there are no fewer than 16 of its "Kia Drive Wise" safety features available on 2021 Sorentos, passive and active, including forward-collision avoidance, pedestrian and cyclist detection, rear cross-traffic avoidance, parking-distance warning, lane-following assist, and smart cruise control, which is able to lower speed for upcoming curves. Safe Exit Assist even alerts passengers when it's safe to get out of the car when street parked.

2021 Kia Sorento: Pricing And Availability Kia is vague about when the 2021 Kia Sorento will be available, simply stating the vehicle "is expected to go on sale later this year," with pricing to be announced closer to that time. Today's 2020 Kia Sorento base prices range from around $28,000 for the base Sorrento L-spec model up to more than $40,000 for the top-trim Sorento SX. Kia says it has sold nearly 1.5 million Sorentos since the model arrived back in 2002.

2021 Kia Sorento Highlights ufa.bet New styling inside and out, plus rugged-looking SX-Prestige trim level Three engines available at launch, with 2.5-liter turbo/non-turbo inline-fours and a 1.6-liter turbo-four hybrid option. Plug-in hybrid variant coming later New eight-speed dual-clutch gearbox paired with 2.5 turbo engine Available options include second-row captain's chairs, fully digital instrument panel, 10.25-inch center display, and visual blind-spot monitoring display To launch later in 2021 with pricing not yet announced

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Honda Accord's Manual Transmission Is 2020's Latest Victim

The 2021 Accord goes all automatic.

One of our favorite aspects of the excellent Honda Accord sedan is no more. Honda confirmed with Automobile, that the Accord's available six-speed manual transmission has been discontinued, the decision highlighted at the end of Honda's press materials for 2021. In fact, the stick-shift Honda quietly went out of production in December of 2019, but the move went unnoticed because those already-built models are still circulating among dealers.

The Accord has long been associated with the manual transmission, and folks on our side of the business might even go so far as to claim credit for its continued availability—the midsize Honda sedan's penchant for winning awards is due in no small part to its seeming commitment to driving enthusiasts and available three-pedal setup. Why? Blend the Accord's award-worthy-on-its-own renowned reliability, quality, and competence with a Honda manual transmission, and you get a low-key sporty four-door that quietly rewards its driver on every commute.

Honda notes that the stick's greatness was enjoyed by an ever-shrinking subset of Accord buyers. Over the past few years, only 1-2 percent of all Accords were equipped with manuals, which translates to a few thousand per year. The stick-shift option was never a huge seller, but Honda was able to make the business case for years thanks largely to the Accord's huge sales numbers. Consider: Even if some 5-10 percent of the mix were manuals, then that represented five figures' worth of annual sales. That's more than enough transactions to justify the stick-shift Accord's development, crash-testing, EPA certification, etc. It seems the business case has at long last evaporated—something Honda seems genuinely sad about. As the automaker put it in a statement:

"Manual transmissions will remain an important part of the Honda lineup, currently available in Civic sedan, hatchback, Si and Type R. Enthusiast consumers have long reaped the rewards of this commitment and those buyers helped make Honda the retail No. 1 manual transmission brand in America in 2019."

We're sad, too, even if the Accord sedan's six-speed manual transmission is survived by the surprisingly competent continuously variable automatic for the base turbocharged 1.5-liter four-cylinder engine and the snappier 10-speed automatic used with the more powerful 252-hp turbo 2.0-liter. Those interested in one of the last current-generation Honda Accords with a manual, which is a no-cost option on the Accord Sport, should hurry. Supplies are, quite literally, running out, and the stick won't return when the Accord is updated for 2021. Beyond that, you can always hunt for a used Accord with a stick. แทงบอลออนไลน์

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Buy a Camry XLE V6 or Buy This: 2020 Mercedes-Benz A220

If you have a little extra to spend on a nice sedan, treat yo’ self.

What's that? I've lost my mind? No one should compare a small Mercedes-Benz to a midsize Toyota? Oh, really? Well hang onto your hat, friend, because I'm about to do just that.

Whether I should or not, you may also be wondering why on earth I'd even bother. The answer comes down to price. More times than I can count, I've had friends or family consult me for car-buying advice only to ultimately pick a car that's not only not on the list I gave them, but not on their list, either. The invariant reason? It was the right monthly payment. I've learned some measure of accepting things I cannot change, so instead I recite the catchphrase of an ill-fated public health campaign from my youth: I learned it from watching you.

So, without further self-dialogue, the specs:

Toyota Camry XLE Vs. Mercedes-Benz A220: The Benz's Weaknesses These two cars price out to within $260 of each other when equipped as they are here. The most obvious disadvantage of the 2020 Mercedes-Benz A220 compared to the 2020 Toyota Camry XLE V6 is its power figure: The 188-horsepower, 2.0-liter turbocharged inline four-cylinder under the A220's hood is punchy and well-suited to the car's 3,285-pound heft, but it's a league behind the 301-hp, 3.5-liter naturally aspirated V-6 in the Camry. The Toyota has enough extra power that despite the Camry's nearly 300-pound weight disadvantage, it's still more than a second quicker to 60 mph.

Of course, the extra weight and power should come with a gas-mileage penalty, and they do, though perhaps not as large a penalty as you might expect. The A220 tops the Camry on city, highway, and combined EPA mpg ratings, but only by 2 mpg across the board. It's a difference, but it's not huge.

What's also not huge is the A220's interior, though that should be expected thanks to a 4.0-inch shorter wheelbase, and being 13 inches shorter overall. It's also not a cramped place—the current A220 was so impressive upon its debut that we included it in our best-of-the-year All-Stars competition, and though it didn't come out as one of the winners, it was only by the narrowest of margins. During our week-long test of the A220, which included frequent trips with every seat in the car full, we found the A220 to be "a vast improvement over the first CLA-Class sedans imported to the U.S., with a livable back seat." Also not huge? The A220's trunk, at 8.6 cubic-feet with the rear seats up. That's just slightly larger than half the volume of the Camry XLE's 15.1-cubic-feet of trunk space, likewise with the folding rear seats in their upright position.

Toyota Camry XLE V6 Vs. Mercedes-Benz A220: The Benz's Strengths Now that we have the A220's primary shortcomings out the way, we can move onto the strengths, which includes basically everything else. The Benz is more stylish, with higher-end design, better interior materials, and vastly superior technology. Sure, the Camry XLE will do most of the same stuff as the Mercedes, technologically speaking (and the big HUD is cool), but the Mercedes, with its fancy MBUX infotainment system and the (as-configured, but optional) MBUX assistant, feels lightyears more advanced. It's just a better user experience—as it should be, given that you're paying the same amount of money for a much smaller, less powerful car.

Oh, and did I mention the dual 10.25-inch screens? One for the driver as the instrument panel, and one in the center for the infotainment system and navigation.  They're high-res, responsive, and bright in all conditions.

Then there's the issue of maintenance and repair costs. Buying into a luxury brand can be nice, but when it's $150 or more for an oil change versus the $40 special at the local lube-n-tune, luxurious can begin to feel like usurious. Wait, shouldn't this be in the disadvantages section, then? Normally, yes, but in this configuration, I've specified three years of prepaid maintenance, which Mercedes says can save up to 30 percent off of retail service and repair costs. Even if it doesn't, it at least lets you put a manageable $370 per year budget (the $1,110 option price divided over three years) in place to keep costs under control.

I really can't overstate just how nice the A220 is, despite its compact size. Contributor Basem Wasef said it well in our Automobile All-Stars coverage: "It's a minor tragedy when a car as well thought-out as the A-Class doesn't make the cut for All-Star status. Techy, efficiently laid-out, and forward thinking in nearly every way, the A-Class gets lost in the mix perhaps because its sensible small-sedan layout simply isn't all that sensational. Regardless, it's a really good car."

Toyota Camry XLE V6 Vs. Mercedes-Benz A220: Treat Yo' Self? So, which to buy? While you really can't go wrong with either, if it's not clear that I'd put my $38,000 and change on the A220, perhaps the full configuration spec of each will make it clearer.

2020 Mercedes-Benz A220 Configuration 2020 Mercedes-Benz A220 Options Exterior Mojave Silver Metallic paint: $720 Standard 17-inch 10-spoke wheels: $0 Interior Black MB-Tex: $0 Aluminum trim with linear grain: $0 2020 Mercedes-Benz A220 Entertainment And Convenience Premium Package: $1,750 10.25-inch instrument panel display 10.25-inch touchscreen center display Auto-dimming driver's side/inside rearview mirrors Power-folding side mirrors Keyless entry and start Inductive Wireless Charging And NFC Pairing: $200 MBUX Interior Assistant: $200 2020 Mercedes-Benz A220 Service And Care Mercedes-Benz Premier Service/3 Years Or 30,000 Miles: $1,110 Covers three factory-scheduled maintenance services Transferrable if you sell the car Annual/10,000-mile service includes: Oil and filter replacement Wiper blade replacement Fluid level check and top-up Multi-point inspection Biennial/20,000-mile service includes: All of 10K-mile service items Activated charcoal filter replacement Dust filter replacement Brake fluid change 2020 Mercedes-Benz A220 Standard Features Seven-speed dual-clutch automatic transmission Power front seats with three-position memory Manually adjustable steering column 40/20/40 split folding rear seat Rear center arm rest with dual cupholders Panoramic glass roof 64-color LED ambient lighting Dual-zone automatic climate control Steering wheel touch-control buttons OTA software updates MBUX infotainment Voice control with natural language function Touchpad infotainment controller HD Radio Hands-free Bluetooth Apple CarPlay Android Auto USB ports: 5, all USB Type C 2020 Toyota Camry XSE V-6 Configuration 2020 Camry XLE Options Exterior Celestial Silver Metallic: $0 Interior Ash leather upholstery: $0 2020 Camry XLE Comfort And Convenience Driver Assist Package with options: $2,790 Driver assist features Navigation upgrade 2020 Camry XLE Standard Features Dual-zone automatic climate control with air filter and rear-seat vents LED headlights, tail lights, and daytime running lights Qi-compatible wireless smartphone charging 10-inch color head-up display (HUD) with customizable settings Tiger Eye wood interior trim Smart Key System on front doors and trunk with Push Button Start, remote Keyless entry system and remote illuminated entry Audio Plus with JBL w/Clari-Fi, includes subwoofer and amplifier, 8-inch touchscreen center display 7-inch TFT instrument panel display HD Radio Handsfree Bluetooth USB ports: 1 media port, 2 charge ports, USB Type A Apple CarPlay Android Auto Toyota+ Alexa App ufa.bet

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