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We give our first impressions
of the 2020 Ford Escape, talk about the latest update
in the California emissions controversy and what
it means for consumers, and are car subscription
services worth it or not, next on Talking Cars. [MUSIC PLAYING] Hi, and welcome to Talking Cars. I’m Jennifer Stockburger. I’m Jon Linkov. And I’m Jake Fisher. So we’re going to start
off with some developments in some things we talked
about and actually gave some history on in episode 218,
particular California’s ability to regulate their own emissions. Two things happening
in the news. One, the Department
of Justice is doing an antitrust investigation
of the four automakers Ford, VW, Honda, and BMW who
had come to an agreement with California, and the other
is this potential revocation of California’s ability to
regulate their own emission standards. So Jake, thoughts on
how this is progressing? Well, it’s kind of interesting. I mean, you look at VW when
they were polluting too much. I mean, they had
a lot of issues. And now that they’re
agreeing to pollute less, they’re running into issues too. And what’s interesting is
you look at California. It’s not just randomness
that California really became kind of the
leading edge in terms of emission standards and all
that because it wasn’t that long ago that there was
a serious smog issue. You see the old
picture about LA that were just like you
couldn’t even see. It was just smog
all over the place. And they’ve done a
lot to clean that up, and a lot has to
do with California saying, hey, you know what? You want to sell a car here? You got to do X and Y and
Z. And that has helped them. And it’s worked. And it has worked. It’s much cleaner there. And I think the argument
against that is that, look, if you have to build the car for
California, then you know what? You’re going to wind
up having to build that for everyone else. They almost de facto
kind of regulate the rest of the country. It’s such a big market. It’s such a big market. But the truth is that
seeing it that way, you’re almost just looking
at the United States. There are other
countries besides us, and they have serious
regulations too. We’re seeing all these
small-displacement turbo engines and better fuel
efficiency and all this stuff. It’s not just about California. It’s about Europe. You go to China now and if
you want to go downtown, there are some places there
are regulating you have to have hybrid or electric. So it is a global market. And because the
companies, the Big Three, they’ve had to go
and do this, it can help them be more
competitive overseas too where maybe there’s more
money to be made in China or what not. And I think the
ideal, to your point, would be harmonization of every
car around the whole world. Around the whole world. If they could build one
version that met everything, that would be great. Exactly. There’s a lot more regulations
outside of fuel economy and emissions that
are different. Right. That would be the panacea
that just one [INAUDIBLE] and everyone go on the
same side of the road and everyone had
to either choose miles per gallon or liters per
100 kilometers or whatever. And it even has the– well,
as I was going to say, it even has the potential of
saving money for the consumer. If they’re not building so
many different powertrains to hit each individual
regulation– you do have a true
global powertrain– sure, that’s going to save– that has the potential. Can’t guarantee it’ll save
money, but right there, fuel economy and lower
costs for the manufacturer, potentially lower
cost for the consumer. Right, and the ultimate arbiter
is going to be the market. And we have done– there’s
been some survey data, Jon, that says that people
do want better fuel economy, are, to your point
with the VW, they are concerned about
emissions, obviously, interrelated with that. Well, so first off, Consumer
Reports, our advocacy group, they did a nationally
representative survey, and respondents who plan to buy
a large SUV or a pickup truck actually say that they’re
willing to pay more for the vehicle for
better fuel economy, and 73% of people
who are driving these want better fuel economy
in their current vehicle. So as we shift from more
efficient smaller cars and sedans, which
just inherently are– they weight less. They’re going to be more
fuel efficient than an SUV, particularly a large
SUV or pickup truck. You’re moving
towards that world. These buyers say I love my SUV. I love the room and space
that I get, the height, but I want better fuel economy. And of the survey,
88% of Americans overall agree that automakers
should improve fuel economy in all types of vehicles. And especially the larger ones. I think there’s this assumption
that we like our big pickup trucks and we like
our big V8 engines. And what’s interesting,
when Ford came out with their small-displacement V6s– I think we probably talked
about in Talking Cars so many years ago. And we’re like, everyone’s
going to want the V8 and they’re not going to
want a V6 in an F-150. And boy were we wrong
right because now you look at the F-150 and they’re
getting 2.7-liter V6s. That is really popular, and
it’s a great powertrain, and it does get pretty
good fuel economy– well, relatively better fuel economy. But for the class– [INTERPOSING VOICES] For the class, it’s great. A number of diesels are
coming out, small diesels. Depending on the
manufacturer, yes, they’ll get better fuel economy. But gas engine and gas
engine, these turbo sixes are battering the V8s,
the normally aspirated conventional V8s
and everyone else. And you’re not compromising. You look at the new F-150– and look, the fuel
economy, it’s not great, but it’s gone from like 15
for a few years ago to 19, and that is significant. That’s a huge savings of fuel,
and there isn’t a penalty. They’re big. They’re burly. They do a lot of work– They do a lot of work. –versus a Honda Accord. They have a lot
of cargo capacity. A Honda Accord’s
just not towing, not having that cargo capacity. It’s going to get
dirty or whatever, but also, it’s harder to
make– it’s a bigger jump, a bigger percentage jump to
go from that 13, 15 up to 19. It is. It is. And those Honda Accords,
again, they’re quick. They’re getting over
30 miles per gallon. and they’re quick too. Exactly. And they’re quiet
and all those things. Right. You’re not compromising
performance. You’re not. So certainly as
these things move to a court of law
in that California says they’re going to sue
the federal government for their right to be
able to revoke the waiver, as the Department of Justice
investigates four automakers, things will slow down,
and the expectation is it will take
years to sort it out. So from the tracks, we
have our first impressions of a 2020 Ford Escape. So some pretty
major changes, Jon. You want to throw specs. So first of all, it’s
built all over the world– Cleveland– Speaking of world cars. –I think Chihuahua, Mexico. It’s built in Spain, and there
will be some versions built in the UK, United Kingdom. So real world vehicle. There will be four powertrains. A plug-in hybrid
will come in 2020. There will be a hybrid version. And then the two gasoline
engines, a three-cylinder 1.5 liter and then a four-cylinder
is 2-liter turbocharged engine. Which is the one we have. Which is one we rented,
borrowed from Ford. 180 horsepower for
the small engine, 250 horsepower for the big one. They can run on regular
gas, but particularly for the 2-liter turbo,
premium is recommended but not required. Eight-speed automatic
transmission. And for the two
gas engines, CVT, continuously variables
for the hybrids. And interestingly enough, 2
liters only all-wheel drive. So with that price premium
you’re going to pay, you’re only getting
all-wheel drive. Very interesting vehicle. I think each of us drove it. Right. Your impressions? I don’t think I had it as
much time as either of you. What I really found interesting
was that dimensionally it’s bigger than the
previous generation. As everything has gotten bigger. But it feels almost
like a hatchback, like a slightly
raised hatchback. It doesn’t feel like an
SUV, even a crossover SUV. It feels like a slightly
raised hatchback, and I was shocked that
it is bigger overall. We said nimble before, and
I think that’s still true. Jake, did you get a
chance to get in it? So I did, and I’m cracking
up by some of the specs because it wasn’t long ago that
we had eight-cylinder engines with three-speed
automatics, and now we have three-cylinder engines
with eight-speed automatics. The world is upside down. So we had 2 liter, so let’s
first of all categorize that. So we did not drive the Escape
that we’re going to buy. We’re going to buy kind of a
very mainstream Escape with the 1.5-liter engine. The one we drove, this is
nearly a $40,000 Escape. I agree with you totally, Jon. What’s interesting
is that this car– so Ford has said we’re getting
rid of cars, basically, right? They’re getting
rid of the Focus, and they’re getting rid of
the Fusion and all that stuff. So this is not just going to
take the place of the Escape. This is kind of like their
mainstream family vehicle, and it does feel very car
like, which is not a bad thing. No. It really drives nice. Again, it’s the $39,000. Certainly. But still, the handling
characteristics, the quietness, the nimbleness of
it, rides well. And these are the kinds of
things that Ford has always done really well. The last generation was a
great driving car, really more along the lines of like
a BMW SUV than really a– It’s towards the Mazda
side of the small cars because they’re sporty
versus the Corolla side or whatever– the HRV from
Honda or something like that. Right. Ford, they do ride
and handling well. It’s very much kind
of like world, kind of European kind of feel to it. It’s going to be a
little bit more premium price than, say, like a CRV
or a Forester or something like that. At least you’re getting
something for that. You are getting something. You’re getting kind of like
the new family vehicle. Well, we talked about, as you
just said, the Mazda side. We’ve always said the CX-5
felt a little sportier compared to the others in the group,
so I guess this fits in there. I think Mazda does the
sportiness, but it’s like– and Mazda’s getting into kind
of like the quietness and all the luxuries, but I think
Ford is already there. I think Ford has
already kind of got that really kind of
sophisticated suspension tuning where it’s quiet
and it rides nice too. The Edge, the previous Escape– you read our profiles
on consumerreports.org and it always says it drives
really well and it handles well and the ride is a little on
the firmer side but tied down. It’s other stuff
that you get into. I think the question
is– and again, this goes back to our conversation
about world market. Now while this vehicle does
make sense as a world car, if you think of Escape
throughout the generations, when it first came
out, it almost looked like a little
Explorer, right? It was very kind
of– very two box. And now it looks very much– I mean, it kind of
looks like a hatchback. So I wonder if that’s
going to impact sales, like the Escape Raptor
or something, you know? Right. Well, I went back almost
to those really great first Focuses. The four door was really curved. And it’s like they pulled
out the design and said yeah, we can modify that. We liked that. So two things struck me
one is, again, the agility. And we had said the agility
was great on the old Escape. It was a little lagging
in terms of fuel economy, so hopefully these changes,
including the eight speed, will address that somewhat. And on the eight-speed thing,
we have had other vehicles where they went to these
very multispeed transmissions where there were hiccups,
particularly at rolling stops and slow. I did not sense that
in this vehicle we had. It was pretty smooth. I agree with that, but I think– We’ll have to see. –what it is, it’s a
combination of those speeds and not having
quite enough power. And I think that power
from that 2 liter, that optional high-level
engine, kind of can mask a lot of that stuff. Right. So we’ll have to see
on the one we get. And those are target
numbers, so not finalized, and EPA fuel-economy numbers
haven’t been finalized, certified at this point either. Yep. Nothing betrayed me
in terms of controls. SYNC 3, big screens,
big selections. If I could interject. Yeah, absolutely. It seems to be
that the screen is really nice sized and properly
proportioned for this vehicle. We have the same exact
screen size in our Explorer. Seems too small. It’s too small and far away. That’s just your eyes, Jon. Yeah, no, no, no. My vision’s good. I’m not yet there. There was a conversation
with some people who brought this vehicle,
and they said, look, it’s development time,
and you’re always fighting to keep up. And before they had tiny
screens hidden away. Now they’re there upfront. And it’s kind of like
Talking Cars 100 something. You said it’s almost just like
they’re going to just keep dropping tablets in. And as the tablet gets bigger,
they’ll just drop a new one in. It’s a well-proportioned
cabin I think. It is a well-proportioned cabin. And I would be remiss, standard
Ford Co-Pilot 360, including forward-collision warning,
automatic emergency breaking, but also blind-spot warning
in the package, which we don’t see from everybody as well. So I thought that was great too. And high beams– auto, on, and
off high beams Mrs. Headlight. I was going to say that. And also just a props to Ford. So some of the controls of
this very complicated, advanced driver-assist stuff sometimes
is very, very difficult to set those adjustments. They do a wonderful job of it. They have little animations
that demonstrate what it is. We saw it in the– Explorer. –Explorer that we
had, but it’s there. It’s very, very smart. I think this is somewhere
where Ford is kind of leading all the other car– Little bit of education
in there, yeah. They’re leading the
industry in trying to make this so you can
understand what the heck you’re actually adjusting. Technology for good versus
turning the radio down with your fingers and
swiping virtually. No, you’re exactly right. We’re seeing a lot of
these animations, right? And you’re like,
oh, it does this, and there’s a car
spinning around, and you can change
the light pipes in the car and stuff like that. It’s like, why not use
some of that animation to help you as opposed
to just dazzle you, and Ford’s doing that. Great. So stay tuned. Obviously we’ll be
getting our own 1.5 liter, and we’ll see how it pans out. So moving on to
viewer questions, we have four– count
them, four video questions which we love, love, love. Keep all of your questions,
video or otherwise, coming, [email protected] So we will jump right in
with Amanda from Boston. Hi, Talking Cars. Big fan of the show. I’m considering a car
purchase and wanted to solicit your
collective thoughts on car-subscription services. I’m specifically interested in
Volvo’s XC40 through their Care by Volvo subscription service. In your opinion, what are
some of the key benefits and drawbacks of such a service
versus the traditional lease? Thanks. So Amanda’s asking about
the subscription service, in this case Care by
Volvo, versus leasing. So just going through some of
the specs I did look into– the minimum for Care by
Volvo is $700 a month, and they make it very
clear that that’s a minimum because insurance
costs and rates are still subject to your
own driving record. They’re still subject
to your credit, I’m sure your age, et cetera. So even at higher insurance
premiums and lease costs as a comparison, I still think
$700 minimum is a lot of money. Positive there, and I’m trying
to do the back and forth, no down payment. So a lot of times when you’re
leasing and getting a $369, there’s a down payment there. No down payment required. Mileage limitation, like at
least a little bit higher, 15,000 miles a year,
but still limited. Service and
maintenance included. But the truth is
it’s a brand-new car. You would think that service
and maintenance wouldn’t be a big deal. It’s often included
on new cars anyway– Correct. –and much cheaper. It’s under warranty,
right, you’d think. And then the appeal, I think,
of some of these subscription services as they’ve
been rolled out is the ability to get a
new car when you want one– in this case for Volvo, a
vehicle upgrade after one year. But just reading the
fine print, you’re then in for another two-year
contract if you take that. It’s not like you remain within
your original 24-month care. I’m pretty sure you have
to get another Volvo too. I think that might
be [INAUDIBLE].. Yes, you have to
get another Volvo. But if, say, Amanda
was looking to upgrade and she wanted to start with
that XC40 and then move to an– 60 or something. XC60 or 90– so my
opinion is I think I would still stick
with the lease if you have the down
payment, unless it was just a way to try a Volvo. But you’re in for two years. And Jake, I know you
had some thoughts about Volvo [INAUDIBLE]. I think Jon’s got some too. Or Jon’s got some
thoughts, yeah. Early termination lease
programs out there where you may have to pay a
bit to have someone take over– but I have a neighbor who’s
done it five times with BMWs, for example. Loves it. You know, he gets a good deal. Just breaks the lease. Well, someone else
breaks the lease. He comes in and is
like, well, you’re going to cover $1,000 of
the $10,000 left on this? All right, it’s a deal. So there’s some negotiating
that can be done. There’s negotiating
you can do as well. So it’s good for both people. The $700 a month, I would even
think that in a luxury car– Audi, BMW, I believe Mercedes– they all have these
extra service programs you can pay for. So maybe Volvo says it’s
all included, but is it just the cost of the extra
service program rolled through? That’s something to check. Again, what your insurance
would be per month depending on all those parameters. The one thing I’m surprised
at is the 15,000 miles a yer because they are going to be
pulling these vehicles back and then putting them
in their preowned fleet. A vehicle with 30,000 miles
may not sell as well as a vehicle with 20,000 miles. And a three-year lease,
you can average that out, so you have an extra year. But if you’re going back
for a new Volvo after a year and it’s 15,000, it’s 15,000. Right So look, I think the big
selling pitch here is like, oh, it’s convenient– one-stop
shopping or whatever. One bill. But you know what? Sometimes– This has its advantages. –having that convenience
is costing you. I mean, look, you know what? If you’re the type of person
who goes to the big-box store for something, the electronics
store for something else, the grocery– you could go to a drugstore
and you could probably buy most of your stuff. It’s convenient, but
it’s going to cost money. So sometimes maybe you’re better
off searching around for good– where you could get a deal
for car insurance and whatnot. And the other thing is, again,
do you really want to commit to a Volvo because we have
a lot of data on Volvos, and the reliability
is not that great. Now I get it. They’re going to
be under warranty. But still you can’t look
past the inconvenience of when the car’s not working. And just because it’s
all covered doesn’t mean you don’t have
to keep on bringing the car back in or potentially– I mean, even if you’re stranded
or something like that. You’re not going to be stranded. They’re going to come
back you up or whatever, but still, it’s
not the greatest. And if you decide,
hey, you know what? I don’t want to get the 60. I want to get the
90 or whatever. A lot of the new
Volvos do you have a lot of reliability problems. So for Amanda,
investigate thoroughly and maybe consider a different
option than the Volvo XC40. Great. Thanks so much. Next question is from Sark. Hi, Talking Cars. So exciting to
send a question in. I recently went
to driving school, and I was just wondering if
you ran a driving school, what car would you buy for the
fleet for new drivers to drive? Thank you. So this is kind of a
cool question from Sark in that we are pretty big fans
of driving schools, especially when they’re teaching
skills over and above a typical driver’s ed course. Of course we host the
Street Survival School here a couple of times a year. So really think there’s
benefits to that. So Jon, you own your
own driving school. What’s in the fleet? So small car, Ford Focus,
Honda Civic, something low, kind of benign in the
sense of not too fast. Goldilocks. We talk about Goldilocks. Yeah, and also it’s going
to teach young drivers how to deal with seeing around
visibility challenges. You put them in a big
SUV, and then one day they rent a small car
or the car their parents give them is a small car. They’re not going to be used to
seeing around in parking lots and around traffic lights,
right-angle intersections. One thing is if my driving
school has access to a giant open parking lot without light
stanchions– tall lights– I would also include a late
’80s, early ’90s Caprice Classic with a
bench seat in there because, much like the
driving-school handling education at some racetracks
that I’ve been to, the passenger can hit the brake
or hit the gas for the driver to teach over- and understeer. Oh right, yeah. And it’s not for
drifting, but it’s for– Why are you looking at Jake? But it’s for
learning car control. You skid, particularly if
you’re in the Northeast or even down South
where rain versus snow. You learn to steer correct,
and that’s very important. Yes, there’s electronic
stability controls out, but not everyone’s
going to be given or buy a vehicle that has it. There’s plenty of much
older cars out there that are handed down. Though we recommend it. We recommend it, but the
reality is it’s just not going to happen necessarily. And it’s great. It’s a great lesson. And I certainly remember
going around a skid pad and keeping control. In a Caprice Classic? In a Caprice Classic. Look, there’s tons of old
Connecticut police cars that are going to be available. And the guy in the passenger
seat nails the throttle, and you’re like ah! Great lesson. It could be at the
end of the sessions. So there’s an assumption that
to put a car on the track and put it to the
limits you need to get a BMW or something like that. And I would say right now, no. And we know that because we
have some tire-test cars that are Camrys who see enormous
amount of full stops, quarter limits, and these things,
they hold up incredibly well. But I’m going to say if I
own that driving school, I would actually do what
Street Survival does and not have a fleet of vehicles
because the most important thing for
someone to learn is how to optimize
their vehicle. If they come in and they know
how to handle a Camry really well and they drive a
small SUV or if they drive some Caprice Classic, it’s
not going to help you as much. You need to know how to get
the most out of your car– Good point. –and that’s what I would do. It also keeps your costs down. Yes it does. That’s true. That’s true. It’s a win-win. You don’t have to buy a fleet. Just invite them. So I was kind of on the
same boat of the car that I would want for my
driving school was not the car I necessarily wanted
to put a young driver like Sark in. But I wanted the
ability to teach the physics, particularly if– you know, you can overrun the
electronic stability control and teach those driving
skills like you both said. So maybe a later-model
Camry that’s reliable so I don’t have to
pay a lot for my fleet but that I could shut
off stability control. Maybe not a Caprice Classic, but
at least no stability control. So great question. I know they’re cheap. Yeah. So our next question
comes from Canada. Take a listen. Hello, Consumer Reports. I have a new Genesis G70,
and I have a question. Every day I have a longer
commute, and I’m Canada, so my commute is 60 kilometers. Now I was wondering,
how do they calculate the fuel economy of my car? It is 20 MPG in the city
and 30 MPG on the highway, but at what speed do they
calculate highway driving? I have one route where I can
do 90 kilometers an hour, and I have another
route where I could do 110 kilometers an hour. On which one of those routes
is my car more fuel efficient? Thank you. So there’s really kind
of two questions there. One is about regulation, and
one is his specific question about his very own commute. So the regulation, at least
for the United States, there’s kind of
two highway cycles that make up that
highway-fuel-economy number. There’s the old one, average
speed 48 miles per hour. It didn’t go about
60 miles per hour. But in 2008 they added
the US06 driving cycle, and it was meant to be a
little more real world– some accelerations and braking,
hard accels, hard brakes, goes up to 80 miles per hour. So those are the
two cycles that go into creating the fuel economy,
the highway-fuel-economy number for EPA. But Jake, can you address
his more specific question about his commute and speeds? Well, yeah. And it’s interesting. Yeah, you’re right. The cycles are very
complicated, and then they put some kind of numbers,
and there’s a correction factor and whatever. So it’s not like they just go
out and run a certain speed. But because we are a testing
organization and we do our own fuel-economy tests– when you look at
Consumer Reports, you’re not reading about
EPA numbers or whatnot. Right, on the road. You’re reading our numbers. And we go through
every car that we test, and we splice into the
fuel rig, and we have fire extinguishers standing by. And we’ll go actually
measure how many– We have skilled
mechanics, right. We don’t mess around here. But we measure how many exact
CCs of fuel on certain cycles. So when we saw this I’m
like, let’s go try it out. So we happen to have a G70 that
we tested, and we actually went on our actual test
route and drove it at 110 kilometers per hour
and 90 kilometers per hour. And look, I think
we’ve said it before. It’s like you drive slower and
you get better fuel economy. But because we have the
equipment and we have the car, let’s go find
exactly what it was. And these were kind
of close together. 90 kilometers per hour,
56 miles per hour. 110, 68. So they weren’t that far apart. So at 68 miles per
hour we got 35.1 miles per gallon out of
the G70 that we have. It’s an all-wheel
drive 2 liter– so 35.1. And then when we
went to the lower speed, the 56 miles per
hour, which is the 90, it went to 40.7. So you got about another 5
miles per gallon at lower speed. You have the option. Is it worth the extra
money to save the time? And the extra time, getting
to work a little slower. It’s kind of like what
we’ve found over the year. For every 5 miles
an hour, you’re losing x percentage
of fuel economy. You’re fighting aerodynamic
drag at that point. Right, exactly. It’s just physics, right? There’s no overcoming that. It is interesting. I don’t mind actually– I’ll have to make it up to
the guys who were just like, we had more testing to do. But the truth is that
with modern cars, with these
eight-speed automatics and these high gearing and
the small-displacement turbos, it’s like let’s go make
sure that still is true, and it still is true. The faster you’re going,
the more fuel you’re using. Right. One more data
point– slowing down is better for your pocketbook. Yep. Yeah, cool. Great question, and we were
lucky to still have the G70. I love it. So last question is from Chris
in Mechanicsville, New York. Hi, Talking Cars. I’m a huge fan and
have a question today about our 2013 Honda Pilot. So what happens is you’re
driving along, usually about 45 miles an hour,
and the car hits a bump, and it feels like it loses
control for a minute. It’s maybe a lateral
shift, but it also happens when you’re
going straight. Better way to
describe it might be that there’s a
vibration in one area, and then it sort of
shakes to another area and then it shakes itself out. And I have pretty
good tires on it. They’re fairly
new, tons of tread, and I was wondering
if there was anything you would recommend looking at. So pretty specific question
from Chris about his 2013 Pilot. Jon, do you have
anything for us? So I hunted down John
Ibbotson, our chief mechanic– Literally. –when he wasn’t rigging– When he wasn’t rigging the G70. –the G70 or reporting. Look, we’re not going to be
able to– hit first qualifier is we’re not going to be able to
diagnose a vehicle from afar without seeing it. But some of the
things to look at– look at the shock
absorbers first. Is the vehicle
bouncing and the wheel actually leaving the ground? If the shocks are bad– Chris says it’s
happening with a bump. Right, or the tower
where it mounts the vehicle there’s an issue,
though the ABS may activate when that happens– so you may feel breaking. So maybe that is
an aspect of it. But a quick look online,
a lot of complaints for that era on the Pilot. It’s called the loose– well, there are loose
rear compliance bushings in the suspension. A lot of people
have similar issues. That would be something
to talk about. But the best case
is to go take it to a qualified mechanic, whether
taking it to the Honda dealer, taking it to an independent
mechanic that you use. But it’s more than just tires. He talks about the tires being
new and having good tread. There’s more to it
to the front end. It’s kind of interesting
your point about the forums. There’s probably a forum
for every vehicle there is and how it may not
be the diagnosis, but it certainly
gives you an area to look at when you
go online and look. It’s the amazing thing of mass
production and interchangeable parts. Chances are whatever
problem you have, there’s others who have it too. And find out what they did– Yeah, it’s a great– –and what they have. –great resource. So anyway, so that will
do it for this episode. As always, keep the
questions, the videos coming, [email protected] Any information on the topics we
talk about, see the show notes. Thanks for watching. Thanks for listening. See you next time. [CAR REVVING] [MUSIC PLAYING]

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