The 2020 Mercedes-Benz GLC-class is the company's best-selling model because it combines the style and versatility that consumers want. Mercedes-Benz's compact crossover pampers passengers with a luxurious interior and provides more space than most sedan trunks.
Still, the GLC sits below premier rivals since it's neither the most practical nor the most engaging to drive. Its standard power-train is dutiful albeit unremarkable, and there's a plug-in hybrid model for increased efficiency.
The lineup offers a smorgasbord of cutting-edge infotainment content as well as advanced driver-assistance technology. While the 2020 GLC-class casts a wide net for crossover shoppers, it won't catch those seeking a more capacious and exciting SUV.
What's New for 2020?
The 2020 GLC-class adds several significant updates that include revised styling, new technology, and more power. Along with an enhanced plug-in-hybrid model, which has a bigger battery and substantial torque increase, the gas-only models have a new turbocharged four-cylinder engine that makes an additional 14 horsepower.
Mercedes says its 4Matic all-wheel-drive system has been overhauled for better handling, too. All GLCs have a redesigned grille, new LED head- and taillights, fresh wheel designs, and subtle rear-end changes. The interior receives the latest MBUX infotainment system with redundant controls and a newly available 12.3-inch digital gauge cluster.
Which One to Buy?
We're smitten with the sportier Mercedes-AMG GLC43, which we review separately, but the GLC43 starts at $60,495 and is more crossover than most consumers want. Those considering the tamer models should select the regular GLC300 with the optional 4Matic all-wheel drive for another $2000.
Although it already has a host of desirable standard features, we'd improve its luxury cred with the Leather Seating package that swaps the faux-leather for the real deal. We'd also choose the packages to secure passive entry, ventilated front seats, a heated steering wheel, and the suite of driver assists.
Engine, Transmission, and Performance
A 255-hp turbocharged four-cylinder mated to a nine-speed automatic transmission is the GLC300's standard power-train. Front-wheel drive is the default setup but all-wheel drive—called 4Matic—is optional. The GLC300 4Matic we drove in Germany had mostly responsive acceleration and well-behaved transmission behavior.
The 2020 GLC350e plug-in hybrid receives several updates that include a more powerful electric motor, bigger battery, and an improved charging system. While we haven’t driven one yet, it's set to compete with plug-in rivals such as the updated BMW X3 xDrive30e and Volvo XC60T8.
The Mercedes lacks the driving verve of the Porsche Macan—see the AMG-tuned versions for maximum engagement—but the GLC-class at least delivers a smooth and quiet ride.
Fuel Economy and Real-World MPG
With a plug-in hybrid available, the GLC-class looks to satisfy those who prioritize fuel economy. While the 2020 GLC350e has been updated for increased all-electric driving range, neither Mercedes nor the EPA has released estimates.
The gas-powered GLC300 is expected to earn 22 mpg city and 29 mpg highway, and the all-wheel-drive model sacrifices 1 mpg in both categories. However, we haven't had a chance to test their real-world efficiency on our 200-mile highway fuel-economy route.
Interior, Comfort, and Cargo
The 2020 GLC-class interior delivers attractive materials, wonderful build quality, and comfortable passenger accommodations. Mercedes also stocks the GLC with luxurious standard equipment that includes dual-zone climate control and power-adjustable front seats with heated cushions.
The SUV also can be upgraded with leather surfaces, head-up display, heated rear seats, ventilated front seats, and more. Unfortunately, the GLC is less generous with its limited interior cubby storage and mediocre cargo capacity, which measures 19 cubic feet behind the rear seats and 57 cubes with the back seats folded.
Both volumes are smaller than the BMW X3 that offers 29 and 63 cubes, respectively.
Infotainment and Connectivity
Mercedes gives every 2020 GLC a versatile infotainment system that benefits from a variety of control inputs and contemporary features. The standard 10.25-inch touchscreen supports the company's latest MBUX software that responds to voice commands.
The system also can be operated by touch-sensitive controls on the steering wheel or a mostly intuitive touchpad on the center console. While Apple CarPlay and Android Auto capability are standard, the fanciest audio system and wireless charging cost extra.
Safety and Driver-Assistance Features
The GLC hasn't been crash-tested by the National Highway Traffic Safety Administration (NHTSA), but it was named a Top Safety Pick+ by the Insurance Institute for Highway Safety (IIHS). The Mercedes SUV also offers all the latest driver-assistance technology. Key safety features include:
Standard forward-collision warning and automated emergency braking
Available lane-departure warning and lane-keeping assist
Available adaptive cruise control
Warranty and Maintenance Coverage
Mercedes-Benz provides competitive warranty coverage compared with premium rivals. However, the German automaker doesn't provide the complimentary maintenance that BMW and Jaguar do.
Limited warranty covers four years or 50,000 miles
Power-train warranty covers four years or 50,000 miles
The 2020 BMW S1000RRis what happens when government regulations ruin what is otherwise a good motorcycle. If you’ve been paying attention to the S 1000 RR (Yes, that’s its technical name, with spaces between letters and numbers. I’m scrunching them all together from here on out.), you’re already aware it’s been available in Europe for some time as a 2019 model year – and the reviews are raving.
But now it’s slowly trickling into US dealers as a 2020 model, and this review won’t be quite as amazing – and it’s not entirely BMW’s fault. I wasn’t sure why there was a discrepancy, but after talking with some other journos who have ridden the European version, I think I know why. More on that later.
On paper at least, the 2020 BMW S1000RR has all the right upgrades a full makeover, 10 years in the making, deserves. First and foremost, the asymmetrical headlights are gone! While half the room is rejoicing (myself included), others are surely crying. Alas, time and fashion ultimately move on, and from the outset of the redesign, S1000RR global brand ambassador Nate Kern, says BMW had two goals: to make the new model at least one second faster than the old bike around any racetrack and to lose 25 pounds.
It’s interesting to note that a bump in power wasn’t a specific target, but in these days of Ducati Panigale V4s and Aprilia RSV4 1100s, maybe that’s just a given. Of course, simply bumping power is one thing – making more usable power is another.
So, let’s get straight to it: BMW did a masterful job in its complete revamp of the S1000RR engine. Nothing has been carried over from before other than the inline-Four cylinder configuration. Engine specs are basically what you’d expect from a literbike of this caliber: 80mm x 49.7mm bore and stroke, four titanium valves per cylinder, DOHC, and a 13.3:1 compression ratio. For reference, the Ducati Panigale V4 R measures 81mm x 48.4mm (for a 998cc displacement) with a 14.0:1 compression ratio.
To take another inline-Four as an example, Kawasaki’s ZX-10RR measures 76.0mm x 55.0mm (also equaling 998cc displacement) with 13.0:1 compression. BMW’s highly oversquare engine can hit a rev ceiling of 14,600rpm. Despite the Kawasaki’s longer stroke, it can still spin to 14,800rpm, while Ducati has employed some kind of wizardry to get its V4R to fly to 16,000rpm.
But back to the BMW; in the interest of lightness, things like the oil/water pumps are integrated, and the ram air funnels are plastic instead of cast aluminum. If that wasn’t enough, even the intake valves are hollow! The result, says BMW, is a peak of 205 hp and 83 lb-ft of torque in an engine that’s 0.5-inch narrower – and 8.8 lbs lighter – than before.
Those are all staggering figures in their own right, but the most practical improvement the new engine has over the old is the addition of BMW’s Shiftcam Technology, otherwise more commonly known as variable valve timing. The technology isn’t new, but it’s the first time it has been used on the S1000RR. Our own Dennis Chung gives a good explanation of the tech here. While the engine in the explanation is BMW’s 1254cc Boxer Twin, the concept is the same.
I’ll assume you already know the advantage of variable valve timing – a broader spread of torque without sacrificing peak power – and in the case of the S1000RR, the result is at least 74 lb-ft of torque available from as low as 5,500rpm. Considering the engine spins to 14,600 rpm, that much torque within a 9,000 rpm window is simply awesome.
Or at least it would be awesome if the ECU allowed the engine to produce its power like BMW engineers meant it to be delivered. In the case of the US models, we were lucky enough to flog around Barber Motorsports Park, cracking on the throttle in second gear upon corner exit delivered a noticeable disconnect between right hand and rear wheel.
At first, I attributed this noticeable bog in power as the six-axis IMU telling the lean-sensitive traction control to kick in and save my bacon, confirmed by noticing the TC warning light on the dash flashing wildly. As the day went on, and TC levels became less restrictive, the light went away (meaning TC was no longer stepping in) but power never returned. Instead, there was an ever-present flat spot until around 6,000rpm, when BMW’s Shiftcam Technology was allowed to take over, unencumbered, and deliver a wallop of power all the way to redline.
Why is this? At risk of losing their jobs, BMW reps understandably didn’t want to negatively comment on the record about their halo bike. So, the assembled journos, especially those who had ridden the European model – which they say doesn’t behave this way – stepped in and came to the only logical conclusion we could think of: EPA/DOT sound regulations forced the US S1000RR to be tuned differently to meet the standards, this despite the fact the S1000 is already Euro5 compliant.
In effect, the BMW’s secondary butterflies are electronically told to stay closed through the range the EPA test is performed. Once past that point, all hell can break loose again. Let’s just say, when presented with this hypothesis, BMW didn’t try to correct us.
Nonetheless, when allowed to roam free and uncorked, BMW says the new S-thou has met the 1-second-faster goal around all the tracks it has tested at. An impressive feat, for sure, but maybe more impressive is the weight loss plan the new bike was put on. From the outset, sportbikes are designed to be as light as possible, so to shed 25 pounds is incredible.
To do this, the new S1000RR had to start with a clean slate design; nothing is shared between old and new models. The aluminum frame, dubbed the “BMW Motorrad Flexframe”, is all new with tuned flex characteristics for better handling. In the process of tuning this flex, wall thickness was taken into consideration, with the final frame weighing 3 lbs less than its predecessor.
A new trellis-type subframe is used, and weight was taken off as many places as possible – including the wheels, suspension, even the fairing thickness – to achieve the 25-pound total weight loss goal. The chassis and suspension changes alone account for 11 lbs of that diet. Opt for the M performance package and you’ll see a further 7 lbs chopped off, thanks to carbon fiber wheels and a lithium-ion battery. The M package also gets you an adjustable swingarm pivot.
Sitting on the new bike feels familiar and different at the same time. The seat itself is plush and comfortable (for sportbike standards), just like its predecessor, and if you’re the type of street rider who just can’t bring yourself to ditch the fully-faired sportbike for a naked, the reach to the bars isn’t terribly low. A narrower gas tank means your knees aren’t spread out as far as before – a small but noticeable difference.
As the saying goes, power is nothing without control, and the S1000RR relies on Marzocchi for suspension components front and rear. A 45mm inverted fork rests out front, and a piggyback shock handles bump duties, both fully adjustable and the latter mated to a swingarm directly inspired from BMW’s World Super-bike program. Base models get the standard suspension, but opt for the Select or M Package and bumps get absorbed electronically via BMW’s revised Dynamic Damping Control.
Radial-mount, four-piston calipers are standard fare in sportbike land, but interestingly, as the rest of the category moves toward 330mm rotors and Brembo calipers, the S-thou gets 320mm discs and non-Brembos (from Hayes, I think…). ABS is there, and depending on the package you buy, it can be adjusted or turned off.
To keep everything in line, a total of four riding modes (Rain, Road, Dynamic, Race) are available which affect throttle response, ABS, and traction control. Thing is, if you want to adjust any of those settings, you’re SOL. Doing that costs money, on top of the $16,995 for the standard bike. Here’s a handy chart to try and clear up some of the confusion:
Confusing things even further is the ability to mix and match some of these options, but nonetheless, there are a few things to point out here. The primary one is the adjustability you’re afforded with Ride Modes Pro. Here you get three additional “Race Pro” modes, allowing you to tailor every setting – DDC, DTC, ABS, engine braking, wheelie control, throttle sensitivity, HSC (Hill Start Control), and DBC (Dynamic Brake Control).
If you’re intimidated by these sophisticated electronics, don’t worry; actually understanding each option is the tricky part. Navigating through them is easy with BMW’s left-hand scroll wheel, just as easy to operate on the S1000 as it is on any of BMW’s other offerings. The other buttons are fairly simple to operate, and information is displayed on a crystal clear 6.5-inch TFT display that’s easy to read, even in direct sunlight.
Confusing things even further is the ability to mix and match some of these options, but nonetheless, there are a few things to point out here. The primary one is the adjustability you’re afforded with Ride Modes Pro. Here you get three additional “Race Pro” modes, allowing you to tailor every setting – DDC, DTC, ABS, engine braking, wheelie control, throttle sensitivity, HSC (Hill Start Control), and DBC (Dynamic Brake Control).
If you’re intimidated by these sophisticated electronics, don’t worry; actually understanding each option is the tricky part. Navigating through them is easy with BMW’s left-hand scroll wheel, just as easy to operate on the S1000 as it is on any of BMW’s other offerings. The other buttons are fairly simple to operate, and information is displayed on a crystal clear 6.5-inch TFT display that’s easy to read, even in direct sunlight.
In the interest of full disclosure, the motorcycles BMW put us on had the Select and M packages already installed, meaning this was as optioned-out as most people will get and even lighter than the standard S1000RR. This includes the carbon fiber wheels which had me worried since carbon doesn’t give you any warning or clues before giving up the ghost in dramatic style. Still, BMW says these carbon wheels are included in the bike’s warranty.
The bog on track is one thing, but without a street ride to judge if this bottom-end and midrange flat spot is really that bad, I’m left with an incomplete picture of the engine’s true character. Speaking of character, this new engine vibrates excessively. While I initially thought it was just my particular motorcycle, others in attendance made similar comments.
I suppose a lack of counterbalancer is the price paid for lightness. That said, above 6,000rpm the new 999cc Four is a ripper. I imagine a pipe and reflashed ECU would really liven things up even more. Clicking through the gears in either direction is lightning fast with BMW’s revised quickshifter, which is worlds better than on the old model. A bonus for racers and/or track junkies: changing to GP shift is mega simple.
In Road mode, the Dynamic Damping is soft and plush, with suspenders getting noticeably tauter with each successive ride mode. Impressively, 90% of the damping is controlled electronically, says Steve Weir, one of BMW’s race engineers. It isn’t until you slide to the Race Pro modes where things change. Still, the valve stacks within the fork and shock are standard pieces, meaning they can be revalved to your riding style like any other suspension – and still have electronic assistance.
The weight savings helps the BMW turn-in and transition very easily for a liter-class sportbike – this sensation no doubt enhanced by the carbon fiber wheels. But while I felt I could pilot the Aprilia RSV4 1100 Factory with pinpoint accuracy, the BMW never delivered that same sense of precision. The front end doesn’t do anything it shouldn’t, but it also doesn’t deliver the same telepathic feedback I get from the Aprilia. Granted, one day doesn’t afford much time to play with settings.
And there are a lot of settings one can mess with on the RR. For track purposes, the traction control is highly sophisticated. Once put into the Pro mode, the TC is adjustable on the fly, and thanks to the six-axis IMU, its intervention could eventually be tailored to my liking (meaning one of the lower settings). What I don’t like is the +/- scale BMW uses, placing +7 and -7 as the maximum/minimum intervention settings (not counting off), with zero being the middle ground. Placing zero as off with a sliding scale up to 14 would be less confusing to me, but I digress.
On the braking front, the RR delivers a soft initial bite on the 320mm discs, with a gradual and linear progression in stopping power. It’s not quite up to par with Brembo Stylemas and 330mm discs, but I never felt lacking in the brake department. Granted, Barber isn’t very hard on brakes. Those feelings may change at, say, Road America.
BMW sedans have largely lost the dual-personality demeanor that made them both fun to drive and luxurious to own, but the X3 still captures most of the magic. The 2020 X3 delivers strong acceleration, agile handling, and premium interior finishes that make it one of Car and Driver's favorites in a dense field of compact luxury crossovers. X3 30i models with the standard turbocharged 2.0-liter four-cylinder strike a smart balance between power and fuel economy.
Stepping up to the 382-hp M40i version turns the X3 into a seriously quick crossover. (For those who want their small crossover with an even bigger engine, there's also the 473-hp 2020 BMW X3 M.) The X3's upscale materials and build quality are easier felt than seen; the Volvo XC60, the Mercedes-Benz GLC-class, and the Audi Q5 offer more stylish cabins.
The 2020 X3 receives minor packaging changes for this year. Navigation is newly standard, and some of the switchgear is now silver instead of black. LED headlights with cornering lights are also new on 30i models.
Regardless of the exact power output, all BMW engines exude a similar strong and refined character. While the M40i's 382-hp six-cylinder motivates it to 60 mph in 4.4 seconds, we suggest buyers stick with the standard 248-hp four-cylinder, which is plenty powerful.
The turbocharged four-cylinder collaborates with the excellent eight-speed automatic to make easy passes in traffic and sip fuel on the highway. The entry X3 sDrive30i only drives the rear wheels. That won't be a problem for anyone living in the Sun Belt, but buyers in snowy states will want to upgrade to the all-wheel-drive xDrive30i model.
With the 248-hp turbocharged 2.0-liter four-cylinder under its hood, the rear-wheel-drive sDrive30i and all-wheel-drive xDrive30i provide enough power to comfortably negotiate almost any traffic situation, but they're hardly exhilarating. At our test track, the xDrive 30i required 6.2 seconds to reach 60 mph; we haven't tested an sDrive30i model. The Porsche Macan S and the Audi Q5 are both quicker in our testing—the Porsche substantially so.
Those seeking a performance-oriented crossover will find the X3 M40i more to their liking. Its 382-hp turbocharged 3.0-liter inline-six-cylinder engine provides almost brutish power, out-accelerating all but the most potent version of the Macan Turbo and the Mercedes-AMG GLC43 with a 4.4-second zero-to-60-mph time. A plug-in hybrid model with up to 31 miles of electric driving range will join the lineup soon.
The X3 still feels more competent than some of BMW's current sedans; it's fun to drive and willing to arc around corners better than expected, although it doesn't quite offer Macan levels of athleticism. The ride quality is well balanced with just enough firmness for an inspired feel without resulting in a rough ride over bumpy road surfaces. Our test vehicle came with an option we highly recommend, the adaptive suspension. Called Dynamic Damper Control, it adds Comfort, Sport, and Eco Pro driving modes to the xDrive30i. An adaptive M suspension, available on the M40i, lowers the chassis 0.4 inch.
Judging the X3 by its EPA ratings places it only mid-pack among its rivals. But both of our test cars, an xDrive30i and an M40i, outperformed their efficiency estimates in our real-world testing. The higher-powered M40i (29 mpg) came in surprisingly close to the four-cylinder xDrive30i (31 mpg), meaning there's little highway fuel-economy penalty for all that extra power.
The X3's stylish interior comes well equipped before you check a single option box; 10-way power-adjustable front seats, which include adjustable side bolsters, make it easy to find a comfortable position. Rear-seat occupants are treated to reclining seat-backs, and the cushioning on all seats is plush enough for long journeys.
The rest of the X3's cabin is handsome and put together competently, with well-chosen materials and tight panel gaps. The glossy wood-grain trim on our test vehicle looked and felt real despite being plastic; the stitched faux-leather dash and door coverings add an extra element of luxury, as do the nickel-finish metal trim.
The X3 is about average for the segment in our carry-on suitcase test. Seven carry-ons fit behind the second row—enough for each occupant to have one, with room left over for two extras— and 20 fit in total with the rear seats folded. The cargo-hauling champ in this segment, however, is the Cadillac XT5; heavy haulers should put that one on their short list.
BMW's iDrive infotainment system provides almost a full complement of features except for Android Auto compatibility; Apple CarPlay comes standard. A small, 6.5-inch infotainment display is standard, but opt for navigation and a much larger and crisper 10.3-inch display replaces it atop the X3's center stack. Bluetooth phone connectivity and one USB port are standard, but every other infotainment feature is offered as an optional extra; for those looking to juice two devices at once, a second USB port is also optional.
Safety and Driver-Assistance Features
The X3 earned a five-star safety rating from NHTSA and a Top Safety Pick+ award from the Insurance Institute for Highway Safety. A full suite of driver-assistance features is available, but few of them are standard. Key safety features include:
BMW's warranty offerings on the X3 don't stand out among its rivals; a four-year or 50,000-mile basic warranty is basically par for the course in this segment. Three years of complimentary scheduled maintenance are nice, but it's something that the Volvo XC60 and the Cadillac XT5 also offer.
Limited warranty covers 4 years or 50,000 miles
Power-train warranty covers 4 years or 50,000 miles
Complimentary scheduled maintenance covered for 3 years or 36,000 miles.
Coupes meet the needs of car shoppers in the market for something that's more stylish (and less practical) than a sedan, and the X4 fills a similar role in BMW's SUV lineup. The 2020 BMW X4 is a fastback version of the X3, and it boasts a sporty design with a coupe-like roof-line. Relative to the X3, the X4 provides less cargo space; it's a better fit for singles and couples than it is for those facing the hauling responsibilities that can come with parenthood.
With its athletic handling, the X4 is an entertaining companion, whether driven on highway blacktop or city streets. Overall, this compact luxury SUV is one to consider if your priorities are style and performance.
What's New for 2020?
Fresh off its 2019 redesign, the X4 carries over into 2020 with minimal changes. The biggest news is that the twin-turbo six-cylinder of the M40i gets a serious boost in power, from 355 to 382. Base models add BMW's Comfort Access system as standard equipment. This system allows you to access the vehicle without removing the key fob from your pocket.
The M40i comes with the more powerful of the X4's two available engines. Still, there's plenty of grunt offered with the xDrive 30i's power-plant, and we imagine this more affordable model will be a satisfying choice for most buyers.
The xDrive 30i comes standard with exterior features such as 19-inch wheels, rain-sensing windshield wipers, a panoramic sunroof, and heated power-folding side mirrors. Inside the cabin, you'll find amenities such as power-adjustable sport seats, automatic climate control, and an auto-dimming rear-view mirror.
The base 2020 BMW X4 xDrive 30i gets its motivation from a twin-turbo 2.0-liter four-cylinder engine that generates 248 horsepower and 258 lb-ft of torque. In our time at the track, this model made the sprint from zero to 60 mph in a respectable 6.1 seconds.
If you're in the mood for something more high octane, the X4 M40i will be an ideal fit. This model is equipped with a twin-turbo 3.0-liter six-cylinder that produces a beefy 382 horsepower and 365 lb-ft of torque. BMW's X4 M40i hustles from zero to 60 mph in a scant 4.2 seconds, according to our track tests, and its engine note is as impressive as its acceleration. Launch control is standard.
Both trims come with an eight-speed automatic transmission that sends power to all four wheels. Regardless of which X4 you choose, you'll be treated to an SUV that matches keen handling with a ride quality that's easy to live with.
The EPA estimates that the 2020 X4 xDrive 30i achieves mileage of 23/28 mpg city/highway. That's an improvement on the fuel economy offered by rivals such as the Jaguar F-Pace (up to 22/27 mpg). In our tests, we observed highway fuel economy of 33 mpg.
With the X4 M40i, estimated EPA fuel economy stands at 21/27 mpg. We were able to achieve real-world fuel economy of 28 mpg on the highway during our time with the SUV.
2020 BMW X4
Interior, Comfort, and Cargo
Clean modernity is the name of the game within the X4's premium cabin. The center stack looks a bit like the shield of a superhero, and it sits beneath a stylish floating touchscreen. The X4's 35.5 inches of rear legroom is less than you'll get with its more pragmatic relative, the X3 (36.4 inches).
The X4 forces you to make some compromises when it comes to cargo space. This model provides just 19 cubic feet of cargo capacity with all seats in place and 51 cubic feet with the rear seats lowered. The X3 fares much better in this area, providing 29 cubic feet of room for your belongings behind the second row and 63 cubic feet with the rear seats folded.
The base-model X4 comes with HD radio and a 12-speaker sound system. Apple CarPlay capability is standard with a one-year trial, and this allows you to seamlessly connect the vehicle with your iPhone and iPad. Unfortunately, Android Auto isn't offered and BMW will charge you for CarPlay after your trial period has ended. An integrated navigation system is standard, and the infotainment system comes with a 10.3-inch display screen. The X4's available Executive package brings in a nifty gesture-control feature. This amenity allows the driver to control the infotainment system using five simple hand gestures.
The 2020 BMW X4 hasn't yet been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). There are lots of optional driver-assistance features available, but the list of standard amenities in this area is meager. Key safety features include:
The X4's warranty is great when compared with the coverage offered by less expensive mainstream models, but it's merely average when viewed next to the protection provided by its rivals in the luxury segment. Complimentary scheduled maintenance is provided. Not all models in this segment offer this perk, so that's a feather in the X4's cap.
Limited warranty covers 4 years or 50,000 miles
Power-train warranty covers 4 years or 50,000 miles
Complimentary scheduled maintenance covered for 3 years or 36,000 miles.
