Hankook Debuts Tweel-Like Airless I-Flex Tire

ram 2500 Full OverviewThere's trail running, and then there's overlanding. The former portends day trips or weekend jaunts; possibly longer trips with primitive tent camping. The latter conjures extended off-grid adventuring where you may need to be self-sufficient for days weat a time while exploring the wilderness on logging trails, forest-service roads, and the like. American Expedition Vehicles seeks to cover the trail-runners with its Jeep Wrangler/Gladiator and Chevy Colorado offerings while offering overlanders the Ram Heavy Duty pickup-based Prospector and Prospector XL.What Is AEV?Founder Dave Harriton got his start stretching his dad's old TJ Wrangler in Montana, did a few more for some friends, then started American Expedition Vehicles. When the company's builds earned design kudos from Chrysler, it found Detroit-area partners to help step up its engineering game. Before long it was cranking out hits like the Jeep Hemi V-8 conversions that predated the Wrangler 392, as well as the Brute and Brute Double Cab Wrangler pickups that presaged the Gladiator. The AEV-designed, GM-manufactured Chevy Colorado ZR2 Bison Edition is a factory-orderable $5,750 option package that transforms the desert-runner ZR2 into more of a technical rock crawler. In addition to supplying parts for these GM builds, AEV upfits roughly 800 vehicles per year in its Wixom, Michigan, facility, evenly split between Jeeps (Wrangler and Gladiator) and Ram Heavy Duty pickups (2500 and 3500).What Is the AEV Prospector XL?AEV offers two packages applicable to either the Ram 2500 or 3500: Prospector and Prospector XL. Both get toughened AEV bumpers, a 3.0-inch suspension lift, AEV wheels, plus interior and exterior badging and graphics. Tires are the main difference between the two packages. Base Prospectors get 37-inch tires that fit under stock fenders with Mopar flares. XLs get 40-inch tires that require the fender and rear quarter openings to be expanded by about 3.0 inches (XL is 40 in roman numerals). Choose the XL if you're looking for the ultimate rock-climber/mud-bogger; go for the entry Prospector on a 3500 for max payload capacity when fitting heavy overlanding gear like an in-bed camper. That's because AEV de-rates the rear gross-axle-weight rating from 7,000 to 6,390 pounds for the 40-inch tires, but not for the 37s (our 2500's factory RGAWR of 6,000 is unchanged with either tire). XL versions comprise the majority of AEV's Ram business, with roughly a 60/40 split between 2500/3500. They're almost all Cummins diesel-powered except for Power Wagon upfits (some folks just gotta have those diff lockers). The base Prospector package costs $15,987; the Prospector XL costs $20,999.Chassis ModificationsAt the heart of this upfit is AEV's 3.0-inch DualSport suspension, with the "dual" referring to its goal of improving technical off-road prowess with no penalty to the original ride and handling. AEV accomplishes this trick by maintaining the stock springs and the original suspension geometry. To do this, it relocates the various mounting points for the suspension hardware. The front axle, for example, is articulated down and forward, increasing the wheelbase by 1.6 inches. This saves AEV having to custom make longer versions of the 40-some different Ram springs tailored to every different weight class. AEV also fits a hydraulic-assist steering upgrade to help swivel the giant tires. Our XL was upgraded further with optional AEV/Bilstein 8100 external-reservoir shocks ($2,140) designed to keep their cool and resist the fade that comes from boiling the shock fluid in prolonged hard running in a hot desert. And it all rides on a set of AEV 10- x 17-inch black Katla 10 wheels wrapped in 40 x 13 50R17 Cooper Discoverer STT Pro tires.Overlanding GearPerhaps the most vital piece of overlanding kit for self-preservation is a sturdy winch. AEV front bumpers are all designed to accept one, but they cost extra. Our AEV Prospector XL featured a Warn 16.5ti with synthetic rope that rang in at $2,711. Nighttime adventuring requires lighting, so we also had $2,801 worth of auxiliary LED lamps that mount to the $1,700 bumper brush guard, plus a set of rear-bumper LED lights ($594). The bed is fitted with a matching spare wheel and tire on a vertical mount ($1,736) that obscures most of the rear-window visibility and blocks the location where a rearview camera would go. We'd opt for the lay-flat spare option (there's no slinging any spare tire larger than stock underneath). A bed rack with crossbars provides a mounting point for a rooftop tent, axes, Jerry cans, etc. And finally, to fortify the underbody we added hardened differential covers front and rear ($381.50 and $409.50) and a breathable intercooler skidplate ($531.50). This all brings the estimated curb weight to within 1,000 pounds of the truck's gross rating, so some judicious expedition packing is called for (or an upgrade to the 3500). Along with some cosmetic upgrades, total AEV optional equipment came to $19,150.50, bringing the all-in price of our well-equipped Laramie to $119,194.50.How Does the Prospector XL Drive?Having recently spent a year in a stock Ram 2500 Laramie Cummins, the most indelible initial impression is how loud the tires are, the sound and vibration even coming up through the steering wheel in turns. This is followed closely by how high the AEV Prospector XL sits. You'll look down on lifted Super Dutys and across at semi drivers. Getting comfortable with the size takes a few miles; sitting so high off the road dulls your sense of speed. So if your natural pace is 10 mph beyond the speed limit, you may frequently find yourself 15 or 20 over. The taller, heavier tires and added curb weight blunt the acceleration, but it's still plenty strong. The added inertia is also noticeable in braking, where stops take more pedal effort than in our long-term Ram 2500. But sure enough, the ride feels almost identical—maybe smoother, thanks to the additional mass (AEV estimates ours weighs just shy of 4.5 tons). That is, until one of these jumbo donuts hits a single-wheel bump and sends a shudder through the steering and chassis. These mud tires don't grip paved corners like the stock tires, but then the stockers can't claw through mud bogs.Off-Roading the Prospector XLHaving mostly wheeled crossovers and stock Jeeps at our local ORV park, we're used to the toughest obstacles being off limits. Not for this rig! Climb any rock or plunge through any bog by simply relying on the tire-tread lugs and the Cummins torque and inertia to power through. Tough dusty ruts, sandy moguls—it doesn't matter. The Prospector XL tackled every path or obstacle with ease, or at least every path physically wide enough to accommodate it. And with the long wheelbase and gigantic turning circle, you must be cognizant of your escape route should a path prove too narrow. We were also impressed by how sturdy everything felt. The AEV Prospector XL took the harshest impacts in stride, and with no expensive sounding noises.How Do I Get an AEV Prospector XL?If you have a low-mileage current-generation Ram (or Jeep) that's never been wrecked, AEV can upfit it for you, but most builds are ordered new through AEV's online configurator and delivered through one of its 100 dealers. The dealer facilitates getting the stock truck built, shipped to AEV for the upfit, then shipped to the dealer. Upfitting typically takes about a week barring supply issues, and tires have lately been in particularly short supply. Buyers can specify unique paint—like the zinc-chromate green on AEVs four 2019 SEMA builds—but this stretches the build to 30 days and adds $13,687.Is the AEV Prospector XL Worth It?That $119,000 price includes a lot of showy bits we could do without. But the engineering is so stout we felt compelled to gin up an ideal build, starting with a strategically optioned 2500 Tradesman Cummins with Auto Level Rear Air Suspension, the Convenience Group, Uconnect 5 nav, Bed Utility Group, and the aux switches for $64,745. Then we spec'd a Prospector with 37s, the Mopar retractable steps ($2,420—they were included in our Laramie, and you need 'em!), AEV's leather and Cordura seat upgrade ($2,205), the smaller light bar ($1,024) plus the winch, intercooler skidplate, diff covers, and a few doodads for a total upfit cost of $29,196. We'd be out the door for $93,941 with the same suspension in a slightly more livable, goes nearly anywhere package with a bit more payload capacity, a quieter ride, and a slightly lower climb.Looks good! More details?2022 AEV Prospector XL Ram 2500 Laramie Cummins Turbodiesel Specifications BASE PRICE $91,679 LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 6.7L/370-hp/850-lb-ft turbo-diesel direct-injected OHV 24-valve I-6 TRANSMISSION 6-speed auto CURB WEIGHT 9,000 lb (mfr) WHEELBASE 150.6 in L x W x H 238.8 x 89.5 x 83.7 in 0-60 MPH 8.0 sec (MT est) EPA FUEL ECON Not rated ON SALE Now Show All

The old Grand Cherokee is out, and the new Grand Cherokee is in. Or is it? Production of the outgoing Jeep Grand Cherokee—chassis code WK2—has ended, according to a Jeep representative, but it can still be found on sale as a 2022 model alongside its replacement, the new 2022 Grand Cherokee WL (the one available, for the first time ever, as a three-row). This overlap of old and new offered simultaneously is nothing new—there's the Ram Classic, for example—and Jeep had mentioned it'd happen when the new WL arrived.But that was over a year ago. That you can still find the Grand Cherokee WK2 on Jeep's website, listed as a new offering alongside the new Grand Cherokee WL, is surprising. So, we checked with Jeep on what was going on, and found out that you can't configure or order a new (old) WK2, which only is available in Laredo E, Laredo X, and Limited trims. You'll need to consult dealerships directly about any remaining WK2 inventory.All vehicles are quite pricey right now, and these "old" WK2s are no exception, at least going by a quick glance at inventory prices. On the configurator, the least-expensive old Grand Cherokee is only $1,345 less than the new Grand. If you're looking for a deal, opting for the outgoing Grand may not be the best bet. If you're craving a WK2, though, there's still hope while inventory lasts. If your search for a WK2 falls short, remember, there's always its platform twin, the (three-row) Dodge Durango.A W-what? A WL-who?Some surprises are good, but others aren't. Here's the bottom line: Know what 2022 Jeep Grand Cherokee you're buying because there are two—at least while inventory lasts. To help, here is a quick rundown of the Jeep Grand Cherokee's generations:1st generation "ZJ"  (1993-1998)2nd generation "WJ" (1999-2004)3rd generation "WK" (2005-2010)4th generation "WK2" (2011-2022)5th generation "WL" (2021-22 three-row L)/2022 two-row)Jeep has sold 7 million Grand Cherokees globally since 1992. The new Grand Cherokee runs on a new platform befitting of its new muscular look and offers a new plug-in hybrid (PHEV) powertrain for the 4xe that pairs a 270-hp, 295-lb-ft turbo 2.0-liter I-4 with a 134-hp, 195-lb-ft traction motor that replaces the eight-speed automatic transmission's torque converter (as well as a 44-hp, 39-lb-ft starter/generator motor that acts on the accessory drive pulley) for a combined 375 hp and 470 lb-ft of torque. Fuel economy for the PHEV rates at 56 mpg-e combined with 25 miles of all-electric driving range thanks to a 17-kWh battery pack. For the 2023 model year, the 4xe powertrain will be the only way buyers can order a Grand Cherokee Trailhawk. The other WL-generation powertrains carry over from the WK, including the entry-level 3.6-liter V-6 and 5.7-liter V-8.

Dear Jonny,I was terribly distressed to learn of your recent bout of COVID-19 and your unfortunate but necessary withdrawal from our long-anticipated rendezvous with the 2022 BMW M5 CS, the 2022 Cadillac CT5-V Blackwing, and the 2021 Mercedes-AMG GT63 S.Equally disappointed was your dear friend Reggie Watts, the delightful band leader of The Late Late Show with James Corden and quite the car expert. Much to our relief, our mutual friend Ed Loh was able to make time in his busy schedule to take your place as our third.Still, I recognize what a great letdown this must be for you, so you have my word I'll write often of our experience so that you may find some small comfort in your time of recuperation.Sincerely, Scott2022 BMW M5 CSDear Jonny,I hope my letter finds you well; may the following good news hasten your recovery. Today's activities reminded me of when we were last together with Ed. We had just become acquainted with the greatly anticipated M5 CS but were equally disappointed to learn BMW was unable to equip it with the proper tires. How sad we were the car couldn't perform at its best.It is with much delight that I inform you this wrong has been put right. Finally, BMW has secured a set of the coveted Pirelli P Zero Corsa tires for our evaluation, and the difference is palpable to the skilled driver. No longer does the car seem skittish and struggling to maintain its hold of the road. Its monstrous power and sharp responses now are equaled by its purchase on the asphalt, doing away with the past concern the car would simply overpower the tires' rubber at a critical moment.Curiously, these welcome subjective revelations are not supported by objectivity. Our colleagues in the testing department report the M5 CS is slightly less exceptional in all performance measurements on this gummy tire than on the Michelin tire we last experienced the car with, the one we both agreed wasn't up to the task. As highly as we regard our instrumented findings, surely you agree with Ed, Reggie, and myself that the confidence the operator has in the automobile is paramount. Ed and I, having previously flogged the car with the other tires, are of the same mind: These new tires are the driver's choice.The M5 CS is an imperfect thing in some ways. None among us had kinder words for the front seats than we did the last time we were forced to occupy them. We also remained unenchanted by the needlessly thick steering wheel. Veteran critic Ed found it "fatiguing," and our newly minted judge Reggie agreed: "If I had to do a bunch of runs with that steering wheel, man, my hands would be so tired."Less passionately, we were also disenchanted with the brake pedal response, which we all found soft under initial contact before firming up nicely. As Reggie put it to us, it's "a little light at the beginning of travel, and then it kind of bites down. Once you get used to it, it's fine, but I usually like—from beginning to end—a more firm pedal."As you may suspect, we remain unimpressed with the complexity of the interface required to tailor the car's myriad performance settings. I know you disagree, but having the Cadillac and Mercedes on hand was illustrative of how the system could be simplified without losing its range of customization. It's rare we find cause to advocate for more features to migrate to the touchscreen, but done well it effectively corrals all the buttons necessary to adjust vehicle systems in one intuitive place rather than scattering them across the vehicle's interior.Quibbles aside, we collectively found the M5 CS to be utterly enthralling on a fine mountain byway. The ferocity of its acceleration, the ceaselessness of its grip on the pavement, and the nimbleness of its responses impressed us greatly.Sincerely, Scott2022 Cadillac CT5-V BlackwingDear Jonny,I write in hopes your recovery has progressed since my last letter. I was recently reacquainted with a dear friend of ours who was with us when last we were together with Ed, the CT5-V Blackwing. These many months have been far too long, and we were thankful to have this time together again. It was as if nothing had changed, though the Cadillac did trade its lovely manual transmission for a more fashionable 10-speed automatic.We introduced the Blackwing to our mutual friend Reggie in hopes they would hit it off, but it was not to be. Much as he enjoyed the car's poise and capability, he simply could not reach an accord with the programming of the automatic transmission. In addition to the Cadillac's many adjustable performance parameters, the manufacturer has of late introduced a performance gear-shifting algorithm that attempts to identify a driver's intent and deliver the transmission's most raceworthy calibration. While Ed and I took no issue with it, the program simply did not suit Reggie's driving style, and it frustrated him to no end.The only other manner in which the Blackwing failed to endear us was in its top-end power delivery, an artifact of its pushrod-valved and supercharged engine design. In any normal circumstance, the car's power is intoxicating, but in the company of vehicles with enormous top-end power that never seems to taper off, the Blackwing never felt as powerful as the M5 CS or GT63 S despite having the greatest output of the three.This dichotomy is represented clearly in the measured testing results and undoubtedly attributable to its status as the only rear-driven car present. In choosing not to route power to the forward axle, Cadillac has foregone the performance advantages offered in favor of the vehicle's dynamic character.What a character it is! We have to say this is the best rear-drive sedan ever made. The Blackwing's ability to effectively translate such overwhelming power to just two wheels boggles the mind. The driver can be just about as aggressive with the accelerator as they like while exiting a corner, and the car is able to apply its power almost wholly to acceleration rather than lose some amount to oversteer. It is truly remarkable.Equally impressive is the CT5-V Blackwing's ability to decelerate. We were all in agreement, the stopping power and tactile feedback of the Blackwing's brakes stood head and shoulders above the others'. Even Reggie, who found the Cadillac's transmission so disagreeable, said its brakes were the best in his estimation.We were all similarly infatuated with the car's handling and composure. We deemed it the most capable of absorbing roadway imperfections without disturbing its balance and deeply confidence-inspiring in its movements and reactions. We even found its seats the most comfortable while still providing adequate adjustable lateral support.We must tip our hat to Cadillac for remaining steadfast in its commitment to the powerful rear-drive sedan, not as an anachronism but as a statement. We applaud the firm not only for standing on principle but also for putting in the elbow grease necessary to bring this concept to its fullest potential in the Blackwing.Sincerely, Scott2021 Mercedes-AMG GT63 SDear Jonny,I am optimistic this letter will see you soon reaching the end of your convalescence. I find occasion to write again after bumping into an old acquaintance, the GT63 S. It was The Before Times when last we met, and I remember thinking the AMG a skilled operator with a cold and detached personality. My memory served me well, as it has not changed its demeanor over the intervening years. Nor could it have recently, as Mercedes opted not to produce any for the 2022 model year.Ed and Reggie agree. "It's sporty, but weirdly I didn't really want to drive it fast," Reggie said. "I drove it quickly, but not fast. This car's a really refined, badass tank that has power and can definitely corner, but it feels to me more luxurious than it does sporty."Indeed, the instrumented results show it's either as capable as the BMW or nearly there in every metric. It is a truly quick car with stupendous brakes and delightful cornering prowess, but it makes no emotional connection with the driver. It's a shame, really. A car this capable ought to have no issue being enthralling.Not just dispassionate, it hides its speed, as well. Each of us recounted at least one moment of arriving at a corner far more quickly than anticipated, the lack of feedback disguising the vehicle's true velocity. Thankfully, we found the brakes excellent, though they couldn't top the feel of the Blackwing's pedal.Otherwise, the GT63 S is a fine piece of work. The interior is really quite an accomplishment, finely crafted in rich leather and sturdy stitching. True, the on-screen interface remains cumbersome and overly layered, but the new row of shortcut buttons is welcome. If only they weren't capacitive, and the same goes for the steering wheel controls.The other issue meriting a mention is the dismal rear window. The car's massive hatch is certainly accommodating to cargo, but the necessary reinforcements encroach on the glass area. This would be a minor annoyance if not for the fixed rear wing, which bisects the window, further reducing visibility.Although the GT63 S' flaws are few in number, the aloofness considerably dampened our enthusiasm for the car—especially considering its notably higher price.Sincerely, ScottA Final CorrespondenceDear Jonny,I hope this last letter sees you fully recovered. I had a wonderful conversation with Ed and Reggie regarding our comparison and thought I should share our conclusions.Between the M5 CS, CT5-V Blackwing, and GT63 S, we all shared a preference for the BMW. The power of its performance, the gracefulness of its handling, and the passion it showed us left us each in its thrall. It was a unanimous decision: The M5 CS is the greatest sport sedan in the land.Our thoughts were less in lockstep regarding the other two. Ed and I were impressed by the poise and precision of the Blackwing, especially considering its two-wheel-drive chassis. Reggie, however, was still so frustrated by the transmission he ranked the Cadillac third.We were similarly divided by the GT63 S. Here, Reggie found its style and demeanor appealing enough, but Ed and I remained unmoved. We struggled to find connection with the car despite our best efforts.Sincerely, Scott3rd Place: 2021 Mercedes-AMG GT63SProsCrazy quickIncredible InteriorLeast ostentatious ConsNo personalitySquishy brake pedalObnoxious touch-sensitive buttonsVerdict: Crazy capable but still unable to connect with the driver on an emotional level. 2nd Place: 2022 Cadillac CT5-V BlackwingProsPuts the power downExcellent brakesMost comfortable seats ConsSlowest despite being the most powerfulPerformance shift algorithm is wonkyDoesn't feel as fast as it isVerdict: The best rear-drive performance sedan ever made. 1st Place: 2022 BMW M5 CSProsWickedly fastEndless gripShockingly nimble ConsUncomfortable seatsToo many buttons for performance setupChunky steering wheelVerdict: At BMW, "CS" now means what just "M" used to—the M5 CS is the performance division at its greatest.  2022 BMW M5 CS Specifications 2022 Cadillac CT5-V Blackwing Specifications 2021 Mercedes-AMG GT63 S 4Matic+ Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD Front-engine, AWD ENGINE TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Supercharged direct-injected OHV 16-valve 90-degree V-8, alum block/heads Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads DISPLACEMENT 4,395 cc/268.2 cu in 6,162 cc/376 cu in 3,982 cc/243 cu in COMPRESSION RATIO 10.0:1 10.0:1 8.6:1 POWER (SAE NET) 627 hp @ 6,000 rpm 668 hp @ 6,500 rpm 630 hp @ 5,500 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm 659 lb-ft @ 3,600 rpm 664 lb-ft @ 2,500 rpm REDLINE 7,000 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 6.5 lb/hp 6.4 lb/hp 7.4 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic 9-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 3.27:1/1.99:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar STEERING RATIO 14.3:1 11.6-15.5:1 14.4:1 TURNS LOCK-TO-LOCK 2.3 2.2 1.6 BRAKES, F; R 15.8-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.7-in vented cast-iron disc; 14.7-in vented cast-iron disc 15.8-in vented, drilled, 2-pc carbon-ceramic disc; 14.2-in vented, drilled, 2-pc carbon-ceramic disc, ABS WHEELS, F;R 9.5 x 20-in; 10.5 x 20-in forged aluminum 10.0 x 19-in; 11.0 x 19-in forged aluminum 10.0 x 21-in; 11.5 x 21-in, forged aluminum TIRES, F;R 275/35R20 102Y; 285/35R20 104Y Pirelli P Zero Corsa (star) 275/35R19 100Y; 305/30R19 102Y Michelin Pilot Sport 4S 275/35R21 103Y; 315/30R21 105Y Michelin Pilot Sport Cup 2 M01 DIMENSIONS WHEELBASE 117.4 in 116.0 in 116.2 in TRACK, F/R 64.0/62.8 in 63.3/62.3 in 65.7/65.2 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 194.9 x 74.1 x 56.5 in 199.2 x 76.9 x 57.0 in TURNING CIRCLE 41.4 ft 42.6 ft 41.3 ft CURB WEIGHT (DIST F/R) 4,104 lb (56/44%) 4,253 lb (54/46%) 4,637 lb (54/46%) SEATING CAPACITY 4 5 4 HEADROOM, F/R 40.7/38.5 in 39.0/36.3 in 40.8/38.2 in LEGROOM, F/R 41.4/36.5 in 42.4/37.0 in NA/28.6 in in SHOULDER ROOM, F/R 58.7/55.9 in 56.7/55.7 in 57.7/57.2 in CARGO VOLUME 14.0 cu ft 11.9 cu ft 13.0 cu ft ACCELERATION TO MPH 0-30 1.1 sec 1.6 sec 1.0 sec 0-40 1.6 2.2 1.5 0-50 2.2 2.9 2.1 0-60 2.9 3.7 2.9 0-70 3.7 4.5 3.7 0-80 4.5 5.4 4.7 0-90 5.5 6.5 5.8 0-100 6.7 7.6 7.1 0-100-0 10.5 11.6 11.0 PASSING, 45-65 MPH 1.4 1.5 1.5 QUARTER MILE 10.9 sec @ 127.9 mph 11.6 sec @ 124.9 mph 11.1 sec @ 124.6 mph BRAKING, 60-0 MPH 101 ft 100 ft 103 ft LATERAL ACCELERATION 1.07 g (avg) 1.01 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.88 g (avg) 23.8 sec @ 0.85 g (avg) 23.3 sec @ 0.88 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,600 rpm 1,400 rpm CONSUMER INFO BASE PRICE $143,995 $90,390 $163,950 PRICE AS TESTED $148,995 $110,635 $199,910 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles 4 yrs/50,000 miles FUEL CAPACITY 20.1 gal 17.4 gal 17.4 gal EPA CITY/HWY/COMB ECON 15/21/17 mpg 13/22/16 mpg 16/21/18 mpg EPA RANGE, COMB 342 miles 272 miles 380 miles RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium ON SALE Now Now Sold out Show All