2017 Toyota Highlander SE

The Highlander needs no introduction, Toyota’s popular crossover took over the roads and grabbed up market share beginning back in 2001, and has developed a reputation for quality and endurance that keeps customers coming back.2017Highlander-9

The shape is still familiar, although the front end has been tweaked for the new model year with the family grille; the wide-mouth trapezoid that is being bestowed on Toyota models of all sizes and types.

Still in its third generation, Highlander is much the same for 2017 as last year’s, but with a new package available – the SE option.2017Highlander-7

To be brief, the SE is a package available on the XLE (V6) trim, which gives the vehicle a sportier grille, second row reclining captain’s chairs (SE is a seven seater, Highlanders can also be bought with room for eight passengers), roof rails, ambient lighting, SE-specific paint options and 19” wheels.

The one you see here is a gasoline-powered (i.e., non hybrid) coaxing a potential 265 horsepower from its 3.5L six-cylinder engine, and sporting a new-for-2017 8-speed automatic transmission.2017Highlander-4

Blind-spot monitors and rear cross-traffic sensors are a useful part of the safety suite, as is intelligent cruise control, lane departure warning (and an active departure-assist system, which will attempt to pull the car back between the lines, presumably in case a driver isn’t paying attention).

It drove well, for a large-ish, though technically still a ‘mid-size’ crossover, with smooth steering and good stopping power from the brakes. The cabin is spacious and cargo-friendly when the third row of seats is folded down, and when the rearmost seats are righted, access to them is helped out by the sliding second row.

Comfortable enough for long drives, thanks to a driver’s seat that will accommodate a wide variety of body types, although I got a few complaints about the ride from second-row passengers.2017Highlander-2

Overall, it is easy to recommend Highlanders in any trim, just based on the vehicle’s rep and record. It is a constant favorite of Consumer Reports and other quality barometers, and yielded good fuel economy during my time in the SE – the ‘city’ portion of which was no doubt helped by the engine’s auto-stop function, which shuts it down when stopped at a light.

There are definitely a few things I would change about it, of course, should I ever become a Toyota engineer:

I don’t especially enjoy the user interface on the console, with flat buttons on either side of the information display that don’t offer a lot of ‘feedback’ when you are using them – sort of like elevator buttons, if you know what I mean. You have to look at them to see if they have responded to your touch.

The vehicle didn’t have a digital speedometer option among the choices of info to display between the dials, and the navigation app wasn’t especially space age, lacking the handy feature whereby speed limits are shown on the street map on the center display.

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You see what I mean about the cover, right? Here it is in its mounted position, where it blocks the 3rd row, and also inhibits folding the seats.

Finally, the rollup tonneau cover, which hides your goodies in the back from prying eyes isn’t easy to store when you remove it. Unlike, say, Subaru’s Forester, where a compartment has been built into the rear floor to snap the thing into to have somewhere to keep it when it’s not in use; the one in the Highlander has to sit loose on the floor. And it would have to be removed when using the third row seats, as it locks in place right in front of them.

And of course the price – Highlander comes at a premium it seems. My test model, with the $1,595 SE Package, bent the sticker all the way to $47,478 including taxes/destination charges.

 

 

 

2017 Hyundai Ioniq

Ioniq-6You know, there are times I wish a car had a navigation system. No lie, citizen; I’m the kind of person could get lost in a room with one door, and have a poor relationship with geography, even here in my beloved home city.

Combined with my uncannily poor sense of direction it can become a problem, especially if looking for an address in the west end. Or anywhere outside the Henday ring road, frankly.

My test car, a 2017 Hyundai Ioniq, is unable to help me with my tragic, lifelong problem; for it contains no navigation module or app.Ioniq-9

And that right there is my one big problem with my test ride, pretty much everything else I really like.

The Ioniq is positioning itself to be perhaps one of the very few true rivals to Toyota’s ownership of the hybrid segment with its world-beating Prius line, and if the likeable Ioniq holds up in terms of long-term quality it’s a contender

(This nameplate is new, but Korean manufacturers have been putting on a pretty Hybrid show, lately, with well-received offerings like Kia’s Optima Hybrid)Ioniq-2

There are actually three Ioniq models. The test car I used is their straight-up hybrid (which employs a gasoline engine combined with electric motor), but Hyundai also makes an all-electric version and a plug-in hybrid, which allows the battery to be recharged via a power cord module.

My gas-electric tester is the way to go, as far as I am concerned, doing away with the range anxiety of an all-electric car and also not adding another piece of equipment to the mix with an external charger. No matter what the charge level of the battery, it is a comfort knowing that there is a 1.6L internal combustion engine to fall back on.Ioniq-1

Even without considering the science of the whole thing, though the Ioniq functions very well as just a straight-up ‘car’. Better-than-adequate power is delivered by the system (the company claims a combined output of 139hp for the hybrid), made peppier with a Sport mode for the six-speed automatic transmission.

That’s kind of a rarity in itself, eh? A regular transmission on a vehicle like this, where I am accustomed to CVTs on hybrids. And not a bargain-basement tranny, either, but a dual-clutch rig that delivers fast and appropriate shifts (and allegedly rivals a continuously variable transmission for fuel-efficiency as well).

My navigation problem aside, the Ioniq delivered a comprehensive list of inclusions inside the cabin. Heated seats with memory function (and heated steering wheel) are a great creature comfort to have, ditto the LCD screen for the information display on the center stack.

A digital speed display is one of the fields available for between-the-gauges information, always a favorite for me, in any car. The driver’s seating position is made more comfortable with a steering column that allows a better range of tilt-and-telescoping than I have found in Toyota’s Prius.Ioniq-3

In an unrelated similarity to Prius, Hyundai has also split the rear window horizontally with a crosspiece, which has the effect of compromising rear visibility; as do the fat C-pillars of the Ioniq.

This is mitigated by the car’s backup camera, rear cross-traffic detection and blind-spot information systems, though, and I frankly didn’t have any complaints about the visibility during my time in the car.

Headroom up front is good, rear seat roominess is what you would expect in a compact car (i.e., not super, but the seats fold down for additional cargo – which is how they would spend their lives if I owned the car anyway).Ioniq-5

Overall, the Ioniq delivers a genuinely nice compact car that brings great fuel economy (I averaged 4.5L/100 km during my time in it) and styling that is attractive to look at – this isn’t an ugly car, nor is the sheetmetal overly far-out to attract attention just for the sake of it.

Screen shot 2017-05-15 at 10.54.55 AMIt comes with a pricetag that isn’t alienating, either. My test model, a “Blue” trim level Hybrid model, enters at $24,299, although you can push it up over 30K at the high end if you opt for the Limited trim with Tech package.

Which is probably where my navigation system is found.Ioniq-8

2017 Chrysler Pacifica

I figure it was the right thing to do when Chrysler reinvented the Pacifica for 2017.17Pacifica-9

Remember the previous incarnation? Big station-wagony vehicles from the mid-2000s, when that configuration was all the rage; kind of along the lines of Ford’s long-dead Freestyle (later briefly the rebranded as the Taurus X) that didn’t exactly revolutionize the market during its existence.17Pacifica-12

This new version, though, having morphed into a more ‘minivan’ configuration by the addition of proper, sliding rear side doors is at once more practical as the family-hauling all-purposer that anything like the Pacifica is intended to be.

The new Pacifica replaces the Town & Country, Chrysler’s former luxury family van (which is, basically, a prettied up Grand Caravan with more tech toys) and holds up the high-end ambitions of its predecessor while managing to be both better looking and more exciting to drive.17Pacifica-10

Three rows of seating – with a third row that is more accessible than what you find in most of the 3-row SUVs that a lot of buyers choose over minivans – inside a quiet and comfortable interior, quality upholstery and in-car Blu ray entertainment system for the denizens of the rear rows make the Pacifica a good pick for long trips.

It offers plenty of spots for passengers to store their cups and toys and sundry gear, and USB charging ports for phones and devices; and a panoramic moonroof overhead.17Pacifica-3

The best place to be in the Pacifica, though, is up front – preferably driving. The steering is, while not exciting, competent and controlled, with an ample feel of connection to the road through the (in the case of the one I test-drove) 20” wheels and tires.

‘It is a lot of money for a minivan, or a lot minivan for the money; depending on your perspective’.

A heated steering wheel and seats – which are also ventilated, a great feature in the summertime – were appreciated during my time in the Pacifica; along with the ability to set the car up to turn both functions on automatically when the vehicle was remote-started on cold days, so as to make the first sitdown in the morning more tolerable during Edmonton winter.

I like the suspension and I like the ride; the brakes performed fine and the powertrain is ample and refined. Employing a 9-speed automatic transmission coupled to a 3.6 litre engine capable of 287 horsepower, the Pacifica has enough get-up-and go to meet most reasonable demands for power; whether off the line or at highway speeds.

The console is kept uncluttered by doing away with a stick to operate the tranny – gear selection is done through a rotary knob – and most onboard functions accessed through the big touchscreen at the top of the console.

Overall, the Pacifica of 2017 is an improved, forward-looking exercise in style and practicality that I enjoyed in most respects.17Pacifica-2

The major drawback is obvious – check the sticker. The one pictured here, which included additional optional equipment like a metallic paint job, the aforementioned entertainment package and 20” wheels and tires, trailer equipment group and hands-free power liftgate, drove the pricetag to a jaw-dropping $62,340

We will see if the Pacifica fares better in its new shape than it did in the last outing – this is a lot of money for a minivan, or a lot minivan for the money; depending on your perspective.

 

 

 

2017 Tundra and Tacoma

A Tale of Two Toyota Trucks that Start With T

It is a misconception that the people of my bucolic Western province only drive pickup trucks, whether they be hard-workin’ roughnecks on their way to the oil patch or accountants clogging up the streets downtown as they search for a parking spot near the accounting office. A total falsie, I say, though a casual observer could be forgiven for thinking that (the truth, of course, is that many also drive three-row sport utility vehicles. So there).

Anyway, my snide commentary aside, there is of course a reason for this, and I had the chance recently to remind myself that the higher ground clearance and four-wheel drive systems of such vehicles is, on many days out here, a really desirable thing.17Tacoma02

2015 Tacoma TRD Pro

I drove Toyota’s pickup pair, the popular Tacoma midsize and its larger sibling, the Tundra, nearly back-to-back during a couple of weeks of weird weather. Freeze and thaw, accompanied by ridiculous amounts of snow that in turn froze-and-thawed until every day provided exciting new challenges and conditions on the road.

Neither vehicle is especially radically changed for the new model year, You’ve seen the Tundra before, and can find a longer piece here about the Tacoma’s changes back in 2016

The 2017 Tacoma I used distinguished itself with its TRD Pro package – a $12,850 option that adds a number of features to boost the overall robustness, in addition to the many TRD badges you find all over the vehicle, inside and out (and there are a lot of them, on skidplate, mats, doors, tailgate; you won’t forget what you driving).17Tacoma04

The TRD Pro also gets a non-functional hood scoop, from the Sport trim of the Tacoma lineup, Bilstein shocks and TRD tuned front and rear suspension.

Overall, it is a great truck, don’t get me wrong, certainly overkill for my purposes; and it shows off the highlights of the Tacoma platform, and brings the same detractions (my least favorite being the entry-and-exit through the front doors. It is just a weird combination of the door shape and the steering wheel position that makes it awkward to get in and out of, and not just for taller drivers).

Carrying a formidable reputation for reliability and resale value, and with full off-roading bona fides and equipment (I love the Crawl Control system Toyota has made available on the truck) the TRD is a great truck, on paper and on the road; its mostly a question of how much you want those TRD Pro badges, as it comes at a price. My test vehicle, which began life as a Tacoma 4×4 Doublecab (3.5 litre V6) at a starting point of $40,455 was pushed to a steep $55,183 with the TRD Pro package.17Tacoma05

I know if I were shopping for one, I’d consider that the truck already has everything I want (and the same engine and transmission, as well as the aforementioned crawl control and electronic and entertainment features) and opt to save myself the fifteen grand.

2017 Tundra 1794

My time in a Tundra is much the same story; that of a solid truck that has consistently demonstrated reliability and quality, bedecked with some special-label accoutrements that add to the bottom line.IMG_6634

This one was a 1794 edition – which in a nutshell is a Tundra 4×4 CrewMax-cab ‘Platinum’ trim (with 5.7 litre iForce V8 and a six-speed automatic) with a bunch of badges.

The 1794 option group gets you, basically, more wood-grain on the dash and leather on the wheel and seat inserts, a chromed bumper and grille, 1794 badges, and brand-emblazoned floor mats. That aside, what is underneath is basically the Crewmax Platinum.IMG_6635

You know what I found absent, though, is that for all that you still don’t get keyless start.

Now, you tell me if the price is acceptable, but the 1794 is still priced lower than a F150 King Ranch (but just between you and me, gentle reader, I like the interior of the King Ranch more) and the package doesn’t add greatly to the price.

The 1794 edition only ups the price of the regular ol’ Tundra Crewmax Platinum by a couple hundred bucks (unlike the TRD Pro package on the Tacoma). Before taxes and fees, a 2017 Tundra 1794 starts out at $58,790

2017 Lincoln Continental Reserve

17 Continental-8You know, if there is any fit contender from manufacturers on this side of the Atlantic to go up against the best of Germany as the global purveyor luxury/premium/status vehicles, it is this latest Lincoln.

This is just a wonderful car to drive, or be driven in. Plus, it sports the best-looking grille currently in the Lincoln lineup.

A North American rival to popular richmobiles like BMWs 7 Series (or the latest generation E-Class from the dominant player in the market, Mercedes) the 2017 Continental brings every accoutrement and high-end touch that rich people like you and I be expecting when shopping for our limos.17 Continental-7

This is the second opportunity I’ve had to experience the car, so I won’t rehash the whole schlemiel (here’s a longer piece here from the introduction of the Continental)

Suffice to say, it holds its own in terms of comfort, power and an overall fit and finish worthy of anything in the class.

My test car was a loaded Reserve trim sporting the optional 3.0L twin-turbo powerplant (the six-cylinder 3.0 adds $3000 to the bottom line) and the option packages that even cars playing the premium luxury game seem to require in order to truly deliver on their promise.

The truly excellent Revel Ultima audio system is a part of Luxury Package (as are premium LED headlamps), and I love it – this is top-flight audio reproduction right here; and the Technology Package is desirable for the active park assist and pre-collision safety suite.

17 Continental-2

A couple submenus into the user settings, you’ll find the full range of configurations for the front row.

For my money, though, it is the seats that make the Continental as desirable as it is. The driver’s perch in particular offers highly adjustable tailoring of the setup and seat bolstering (and of course a massage feature – test drive a Continental Reserve just to experience this, I tell ya).

On a more pedestrian note, I also benefitted more from the AWD system this time around, driving as I was in Alberta winter instead of the California sun.

Regardless of the conditions, the reinvigorated Continental rides well, shows off responsive and quick steering (and powerful acceleration, though there wasn’t much chance to appreciate the 400 horses of the three-litre six).17 Continental-13

The upsides are pretty evident with the 2017 Continental: its comfort and overall roominess, the available tech and smooth drivetrain. This is just a wonderful car to drive, or be driven in. Plus, it sports the best-looking grille currently in the Lincoln lineup.

Potential detractions are equally straightforward – this is a big car, with a big turning circle and overall footprint; and it is neither fuel-economical (the company rates it at 14.4L/100 km in the city with this engine, I got about mid-sixteens overall in winter conditions) – and while it competes, pricewise with similar vehicles from Audi, Merc and Lexus, I don’t think you’ll be shocked to learn that the final buy-in is correspondingly steep.

This one, starting from a jump-in point of $60,500 for the Reserve, rolled up to $75,050 with the addition of the aforementioned packages and engine, along with the standalone panoramic moonroof option.

An Alltrack for All Seasons

17Alltrack-2

Photos supplied by VW Canada

2017 Volkswagen Golf Alltrack 4MOTION

A winner in its class at the recent Canadian Car of the Year event and now in the running for the overall title, Volkswagen’s 2017 Golf Alltrack is an all-round contender.

I’ve had the chance to take the car out a couple of times, most recently just as winter began to settle in out here on the lifeless tundra where I make my home; and also during last year’s Test Fest (I was one of the evaluators for the ‘large car’ class, the category the Alltrack was entered in).

The wagon-bodied Golf was up against some stiff competition in the group from notables like Toyota’s redesigned Prius, Kia Optima (both Hybrid and non) and Chevy’s Malibu (Chev also entered both a hybrid and a gas-only version).17Alltrack-4

I had the Alltrack ahead in most of the category scores, notably the more boring columns that boring guys like me care about – occupant environment, visibility, ride comfort, that type of thing – and also the cargo handling and access that a hatchback wagon offers.

The Alltrack didn’t let me down on its more dynamic aspects, though, posting the second-best 0-100 km/h times on the track (and more importantly, it nailed the shortest stopping distance in the group of contestants, going from 100 to zero in 40.4 meters.17Alltrack-3

The handling and general behavior of the Alltrack are very good, for a wagon-bodied family car, and what it loses in maneuverability on a cone-course on dry pavement it makes up for with VW’s 4MOTION all-wheel drive system when the weather turns and snow starts piling up on the roads.

It is a robust, all-season runabout that feels more surefooted and confidence inspiring, with ample power and traction.

ajacAlltrack

Photo supplied by the Automobile Journalists Association of Canada

The major stats: a 1.8 litre, four-cylinder engine capable of 170horsepower (and 199 lb.-ft. of torque) combined with a six-speed transmission and the aforementioned AWD. The body sits atop 18” wheels and the 2017 Alltrack comes with a pretty long list of standard features (my favorites being keyless start and a 12-way power driver’s seat).

Mind you, at the MSRP that my Edmonton test car came with, it should be pretty loaded, but to really flesh the car out, a few more option packages were required (a Xenon headlight system, park assist, forward emergency braking and a Fender aud17Alltrack-5io system).

The Alltrack was the priciest vehicle in its class at the CCOTY tests (mind you, it was also the only all-wheel drive vehicle) at $38,215 (even the entry level is over 35K), and this, and fuel economy (10.6L/100 km and 9.4, city and highway respectively) were it s main detractions.

Nevertheless, the 2017 Golf Alltrack is the Best New Large Car of the year, and a top-three contender for the overall title (it is up against the BMW M2 and Hyundai Elantra). We’ll know the results on February 16, when the official announcement will be made at the Toronto auto show.

2017 Mercedes-Benz E 300 4MATIC

17E300-11This is the time of year that makes having AWD on you luxury car worthwhile. Up here in our delightful Edmonton home (the Paris of the Prairies™) the weather turned foul and a really eye-watering wind blew with it shifting snakes of snow, all over the gosh-darn place.

I had an E Class the week it all began, and right away appreciated it 4MOTION powertain as kept all four wheels under strict electronic management. The best thing about a well-nannied setup like the one in my test Benz is that its constant intervention keeps a driver from making a lot of the fool maneuvers we all mock when we see some lightweight who forgot how to drive in snow.17E300-9

Anyway, my point is, it kept me out of trouble during my time in the car, and allowed for a relaxed frame of mind to enjoy what Benz is all about: a really sweet interior.

My fine sedan, a 2017 E300 (and I should mention that there are two E sedans, the other is the E400, bigger engine) is the tenth generation of the marque, touted by Mercedes as being simultaneously the most technologically-saturated, highest tech yet.

And seriously, the company provided a .pdf that, if printed out and laid end-to-end, would stretch from here to the surface of the Sun; so rather than put us both through that, dear Reader, I’ll just abbreviate my favorites.

The keyless start (or KeylessGo, as the company calls it), along with engine stop/start are a couple of features I like in any car, the large screen atop the center console has variable display modes for every onboard function, and Benz claims to have simplified the operation of their central-command pad. And you know, that may be 17E300-7true, but I still find the mouselike, large-knob-and-palm-pad arrangement to be, uh, not super intuitive; and certainly not less distracting.

17E300-5

Seriously, I love the lighted accent along the lower dash in the 2017 Mercedes-Benz E 300 sedan

It is a beautiful looking controller, though, as is everything inside the E300 cabin. The speaker grilles, the buttons, the layout and lighting are ready for any museum of modern art display. An illuminated strip rings the dash and door panels in a wonderfully understated piece of cabin accenting that makes the car an even more atmospheric drive at night.Comfortable seats and driver’s position I take for granted in any Mercedes product, and the adjustment range should accommodate most anyone. The ride is also typically Benz, seamless and smoothly quiet in any of the drive modes.

The E 300 runs the smaller of the engine options, with a 2.0L powerplant that certainly didn’t disappoint or leave me wanting more. Of course, I didn’t get too ‘dynamic’ with the car in my time in it (because of the snow o the roads, you will recall) but really, the potential output (241 horse, 273 lb.-ft. torque) can’t be called underpowered.

17E300-3

The main controller takes some getting used to, like many similar premium-car systems. I wouldn’t say I like it better than Lexus’ Remote Touch, but I wouldn’t say I like it less.

Overall, though, the E sedan is all about looking good and dropping hints of status. Fitting into the Benz family between the C Class and stratospheric S, the car brings the feel of a luxury lifestyle; despite any esoteric eccentricities (or maybe because of them – perhaps it makes the car seem all the more exotic).

 

Now, enjoy the specs on the specific vehicle I drove, go ahead and check out the (very) long list of standard features.E_300_4MATIC_Sedan_2017-WDDZF4KBXHA033918 (1)

Bottom line on this particular collection of premium build quality and options:Screen shot 2017-01-25 at 2.33.15 PM

 

 

2016 Rear-view Review

… and just like that, a new  year is upon us! That went by fast, eh?

And while the newest vehicles are all the rage, let’s not forget that 2016 offered some great advances (and in may cases, minor tweaks) to virtually all manufacturer lineups.

Not everything featured here are 2016 models (a lot of 2017 product came early this year), but this can often be the best time to shop them; hoping for some tasty year-end discounts as dealers clear their lots to make room for new stock.

Here, then, are a few models I had the good fortune to try out in the past year (in no special order, I am not necessarily ranking them in this list):

2016 Honda Pilot

pilot1Redesigned and prettied up for 2016, Honda’s big family hauler boasts improved fuel economy, better diving dynamics and a Top Safety Pick rating from IIHS.

My Touring trim test model showed off cavernous interior space, 3-row seating and a smooth engine/transmission pairing. Oh, and a rear-seat widescreen Blu Ray entertainment system for the kids.

My major critique is the same as with the company new Civics, namely that I am not fond of the touch-screen interface that dominates the center console.

2016 Mustang GT Convertible

I feel conflicted about including the GT in this piece, as I am normally moved toward more economical vehicles with a more affordable buy-in; but I had the cloth-domed drop-top Mustang for a week of nearly perfect weather.GT-3

As a real-life, year-round ride it wouldn’t make sense for me (I come from the land of ice and snow, you see), but as a guilty pleasure two-season fun machine, the manual transmission and heavy-horse 5.0 litre engine may help justify the test vehicle’s sixty-thousand dollar pricetag.GT-6

Faster than any reasonable street car needs to be, boasting extra flash with its (optional) triple-yellow tricoat paint, complemented by ‘yellowjacket’ upholstery and with what must be every option-box checked on the order form, this car makes its statement.

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Night at the Museum

zinc

Ford research engineer Mica DeBolt (r), and executive chef David Omar of Zinc restaurant pose for a photo in the back of a C-Max Energi vehicle; surrounded by many of the ingredients of the Sustainability Feast held in October.

Ford Motor Co often gets overlooked when people are naming carmakers who put a focus on recycling and environmental concerns; but the company has been a leader in the field since long before it became a topic of everyday conversation.ff3

I’ve visited the Rouge Plant in Michigan, and surprised at the level of recovery and ‘green’ technology they have made a central part of the operation; I’ve attended presentations about their extensive use of recycled materials for insulation and filler and seat upholstery (back in 2008 the company put out the first Mustang that incorporated soybean oil-based foam in the seat padding, you may recall).

Research continues constantly, and Ford occasionally takes its PR out into communities to spread the word – which is what they did this October in a clever event here in Edmonton (and several other cities across the country) billed as the Sustainability Feast.ff1

Hosted by up-and-coming research engineer Mica DeBolt, and catered by local food impresario David Omar (the executive chef at the Zinc restaurant downtown), the event showcased not only the latest ideas from the Blue Oval, from the use of organic materials throughout the company’s lineup to forward-looking partnerships in the future.

I didn’t know, for example, that Ford is exploring partnerships with Jose Cuervo (for re-use of material from the agave plants that tequila is made from) and Heinz in Ontario (for tomato plant material recovery, obviously).

Hosted at the new Art Gallery of Alberta (while it has actually been around for a few years now, I still think of it as the “new” gallery, because I am way behind in my cultural experience), the event presented the attendees with food as well as information.ff2

All of the dishes featured ingredients that can also be found in Ford’s vehicles – soy, rice, wheat, edamame, corn, and various derivatives thereof.

 

 

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