Apple to Keep iPhone Production Flat, Report Says

Apple to Keep iPhone Production Flat, Report Says

Apple is reportedly keeping iPhone production about the same in 2022 as in 2021, according to a report Thursday from Bloomberg. People familiar with Apple's projection told Bloomberg that Apple asked suppliers to assemble about 220 million iPhones. Analysts predicted iPhone production would be closer to 240 million units.

Strategy Analytics predicted smartphone shipments would contract by up to 2% due to "geopolitical issues, component shortages, price inflation, exchange rate volatility and COVID disruption."

TrendForce, a market intelligence company, also downgraded its smartphone production forecast twice recently. TrendForce said rising inflation and the war in Ukraine are two factors that helped drive down its forecast. "There is still room for downward revisions in the future," TrendForce wrote in a news release.

Apple doesn't disclose its production numbers publicity, and the company stopped saying how many iPhones it sells in 2019.

Apple didn't immediately respond to a request for comment.

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Would it be a mistake for Apple to remove the headphone jack on the iPhone 7?

Would it be a mistake for Apple to remove the headphone jack on the iPhone 7?

About a month ago, a rumor got started that Apple was planning to do away with the 3.5mm headphone on the iPhone 7, likely to be released this fall, and would steer people toward using wireless headphones or wired headphones that connect via the remaining Lightning port.

The Japanese blog Macotakara was the publication behind the rumor, and it created a bit of a stir because after all, every smartphone out there has a 3.5mm headphone jack and it'd be a big deal if Apple suddenly decided to ditch it.

Well, the rumor grew a few more legs today when the Chinese site Anzhuo wrote that supply chain sources had confirmed that the 3.5mm port would be removed on the iPhone 7 and iPhone 7 Plus, and that Apple would make a wireless version of its EarPods and perhaps bundle them with the next iPhones. Naturally, there's no way to confirm any of this -- Apple isn't commenting on it -- but it's certainly worth pondering the possibility that it could happen.

These sites claim that the reason behind the removal of the headphone jack is a space-saving measure that would allow Apple to make the new iPhones even thinner. This wouldn't be the first time Apple has removed once-standard ports or accessories from its devices. For example, it killed the DVD disc drive in its PCs and more recently, replaced the standard USB ports with a new, forward-thinking USB Type-C port in its superslim and light 12-inch MacBook.

If Apple does indeed remove the 3.5mm jack, it could make a lot of people unhappy. I personally use a lot of wireless headphones, but I also like to be able to plug in my wired 'phones, which typically sound better than wireless models. I have a couple pairs of Philips Lightning headphones in the office, and frankly I don't use them much, though they do sound good.

By Lightning headphone I mean the headphone uses a cable that plugs directly into the Lightning port on the iPhone, creating a digital rather than an analog connection. What are the benefits? Well, not only are you getting a direct digital connection, but the headphones can draw juice from your device to power components in the headphone, which could include an internal DAC (digital-to-analog converter) and amplifier that bypass the internal DAC of the iPhone and/or active noise-cancellation circuitry.

The only problem is you can't charge your phone when you have a Lightning headphone using the port (potentially, I suppose, your headphone could be used to charge your phone). Also, it's unclear how you'd connect an analog headphone to the Lightning port. Some sort of adapter would be required and knowing Apple, if said adapter wasn't included with your new iPhone, it'd be a $30 accessory.

What do you think? Good idea to remove the headphone jack, or bad mistake?

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2020 Kia Telluride review: Big style, bigger value

2020 Kia Telluride review: Big style, bigger value

It's been a little over a decade since Kia doubled-down on design, hiring TT-designer Peter Schreyer away from Audi and making him the company's chief design officer. While Kia has produced plenty of attractive machines since then, it's only in the past few years that the brand's true ambitions have surfaced. With Stinger, Kia introduced a world-class sports sedan that needed few caveats when compared to far pricier metal from Germany. 

Now, the brand is looking to bring that same sort of reinvention to the three-row SUV game. It's the $31,690 2020 Kia Telluride, the company's biggest vehicle ever. With no template to build from or prior vehicle to evolve, the Telluride is totally fresh and remarkably good.

Design and interior

There are so many bland SUVs on the road today that I tend to celebrate anything different, and while different isn't always good, the Telluride is. It brings a lot of freshness to a typically boring segment without flaunting any risky, overly unconventional styling cues. At first glance, it just looks like a clean, modern SUV with strong, purposeful lines. A friend called it "trucky," which I'd take as a compliment. From certain angles it has a bit of a Range Rover vibe going, but its design is never derivative.

The sweeping taillights at the rear are large but well-proportioned, and while there's plenty of chrome to be found from front to back, the thing never looks gaudy. OK, the massive "TELLURIDE" badging on both the nose and the tailgate is perhaps a bit much, and the inset, vertically stacked headlights prove not to everyone's liking among those I've casually polled, but overall this is a machine that looks like it ought to cost far more than that $31,690 starting price. 

That continues on the interior, where the clean, bright mix of visual materials creates a space with the air of something far more premium -- especially given the seven separate interior color schemes to choose from. That's helped by the panoramic glass roof and the Nappa leather trim on the SX Prestige Telluride I tested, part of a $2,000 package over the $41,490 SX. That also includes a premium headliner that's quite nice-feeling, but I must say it didn't take long for my hands to find some decidedly cheaper materials. The "wood" trim on the dash looks nice until you touch it, while the hard plastics on the door cards presented some sharp, ugly gaps between panels. 

The "wood" trim on the dash looks nice until you touch it, while the hard plastics on the door cards presented some sharp, ugly gaps between panels.   

So the details are lacking, but the functionality is there on the SX Prestige, including heated and cooled seats up front and even in the middle row. Those middle seats even have remote, power folding controls in the rear hatch. The third row makes do with a set of easy straps to drop them into the floor or raise them back up. Adults will definitely feel cramped in the way back, though honestly there's a serviceable amount of room for short trips, and the split middle seats make entry easy. (Buyers needing seating for eight can opt for a middle bench instead.) Middle row comfort is excellent, while your average NBA superstar will not be lacking for head nor shoulder room in either of the front seats. 

Infotainment duties are handled by Kia's somewhat dated Uvo system that, while basic, at least offers Android Auto and Apple CarPlay. Lower trims offer an 8-inch display, while my tester had the upgraded, extra-wide 10.25-inch unit. Despite that size, Kia didn't try to jam all the rig's functionality on the touchscreen. The Telluride still offers a suite of physical controls for everything from temperature to drive modes. There's even an old-school PRNDL shifter flanked by a pair of beefy grab rails. 

Plenty enough room for a full day's worth of shooting gear. 

Emme Hall/Roadshow

Hitting the road

Inside and out the Telluride looks good, very good. It's at this point you might be worried that the whole thing would fall to pieces once put into motion. I'm very happy to report that's not the case. The Telluride's drive lives up to its design. All flavors get the same 3.8-liter V6, free-breathing without turbos to deliver 291 horsepower and 262 pound-feet of torque. That puts it well ahead of the 260 horsepower our long-term Subaru Ascent puts down, also topping the 280-horsepower Honda Pilot. 

Acceleration is quite good and the eight-speed automatic is quick to engage the right cog at the right time. In exchange for that performance, my all-wheel-drive SX is EPA-rated rated for 19 miles per gallon in the city, 24 on the highway and 21 combined. In my testing, a mixture of highway and back roads, I scored 22. The front-wheel-drive Telluride bumps each of those figures by one or two, offering 20 in the city, 26 on the highway and 23 combined. 

So fuel economy isn't the Telluride's strong suit, but then few are buying three-row SUVs for frugality at the pump. Much more important is ride quality, and while the Telluride doesn't offer the cosseting compliance of Honda's Pilot, it does a commendable job of controlling its 4,354-pound curb weight. The Telluride proved soft enough to lull my passengers asleep on an extended highway stretch, yet still engaging enough to be enjoyable on some twistier roads.

Kia offers a number of different interior color schemes that look classy despite the sub-par materials. 

Emme Hall/Roadshow

Configuration and competition

In terms of sheer capability and performance, you're honestly not giving up a lot if you go with the base Telluride LX, which starts at $31,690. For that you get the same 3.8-liter V6 and 5,000-pound towing capacity as the rest, plus the family-friendly, eight-seat layout. However, given the value here, I'd live it up and step up to the top-shelf SX trim, like the model I tested.

$41,490 gets you in the door, plus another $2,000 for AWD. I'd add $795 for the towing package with self-leveling rear suspension, necessary to get the boat to the lake, but probably skip the $2,000 SX Prestige package unless my second-row passengers really needed heated and cooled seats. And that's it. The SX includes access to Kia's Uvo telematics, which means remote preconditioning, plus the full suite of adaptive safety systems, including automatic emergency braking, blind-spot detection and an advanced adaptive cruise system that can not only handle stop-and-go traffic, but automatically adjust speed based on the current posted limit.

That's a lot of car for the $45,330 total price, which includes the $1,045 destination fee. 

As far as competition goes, as mentioned above the Telluride offers more power than either the Subaru Ascent or Honda pilot, though in AWD trim its combined EPA figure is falls short of the 23 mpg Ascent and the 22 mpg Pilot. Its towing is greater than the Pilot, however and, if you're not too picky about materials, its interior is miles ahead of either. 

Finally, there's the upcoming Hyundai Palisade, which under the skin is much the same as the Telluride. Choosing between those two will likely come down to whichever strikes your visual fancy.

The rare three-row SUV with genuine poise and presence. 

Emme Hall/Roadshow

Mission accomplished

Kia's first three-row SUV is a knockout. Though literally a little rough around the edges on some of the interior bits, its look, its performance and its value are truly top-notch. The rise of Kia continues, and with vehicles like this it's hard to know where it might stop. 

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2023 BMW iX xDrive50 Review: Pleasing Performer, Vexing Design

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2023 BMW iX xDrive50 Review: Pleasing Performer, Vexing Design

The 2023 iX xDrive50 is one of two new electric vehicles BMW launched this year, alongside the i4 sedan. Of the pair, the iX xDrive50 is the bolder play: a completely new vehicle from the ground up, rather than a battery-powered version of an existing model. It also takes much larger risks. Many of those risks pay off in the form of excellent driving dynamics, comfort and range, but some of them don't. The electric SUV is plagued by some strange and interesting design decisions, and I'm not just talking about its polarizing exterior.

xDrive50 electric powertrain

The iX comes standard with all-wheel drive, pairing a 190-kilowatt electric motor on the front axle with a more powerful 230-kW rear unit. Combined output peaks at 516 horsepower and 564 pound-feet of torque, enough oomph to silently launch the iX from 0 to 60 mph in 4.4 seconds. The surge of g forces under hard acceleration is impressive, but the benefits of instant, precise electric torque can also be felt when merging on the highway or just casually pulling away from a traffic light. It's a well-rounded, confidence-inspiring powertrain.

The xDrive50 feels more than potent enough for driving on public roads, but if you need more power (or just have money burning a hole in your pocket), BMW added the 610-hp iX M60 to the lineup for the 2023 model year. That'll pull off the 0-to-60 sprint in just 3.6 seconds -- not quick enough to wipe the smirk off of a Tesla Model X Plaid, but it'll run neck-and-neck with a Model Y Performance or a Mustang Mach-E GT. 

The driver has two tools to customize the iX's performance to their liking: My Modes and regenerative braking. The three My Modes -- Personal, Sport and Efficient -- primarily control accelerator responsiveness (and by extension, how much energy is used), but they also affect the steering and other vehicle systems. For example, when equipped with the optional Dynamic Handling package, Sport mode can lower the suspension by 0.4 inches for, well, more dynamic handling.

The selected My Mode also affects the optional Iconic Sounds generated by the iX's speakers. Designed by German film score composer Hans Zimmer, this artificial powertrain noise fills the cabin as the EV accelerates, making use of Shepard tones -- an illusion of overlapping sound that seems to infinitely rise in pitch -- to create a sci-fi feeling of increasing speed. Sport mode sounds a bit deeper and louder than the other two settings. Alternatively, Iconic Sounds can be disabled altogether for those who prefer silent cruising.

There are four regenerative braking levels with the default being what BMW calls Adaptive Recuperation. This mode uses navigation data, battery level and the distance to the car ahead to determine how much regeneration to apply when lifting off the accelerator. This should net you the most efficient energy recapture but, in practice, it just makes deceleration feel inconsistent, difficult to predict and, at times, jerky. I prefer to choose one of the more consistent static regen modes: low, medium or high. Also, tapping the transmission from D to B mode with high regen enables one-pedal driving, where the iX can slow to a stop without touching the brake pedal -- my favorite EV braking method overall.

Sport is the only customizable My Mode -- neither Efficient nor, ironically, Personal can be personalized.

Antuan Goodwin/CNET

Range and charging

The iX is powered by a 111.5-kilowatt-hour battery, of which a net 105.2 kWh is usable. Interestingly, the EPA breaks out separate range estimates based on the size of the wheels equipped. The smallest 20-inch wheels earn the best 324-mile rating. Range drops to 305 miles with the 21-inch wheels, but oddly climbs again to 315 miles for the larger 22s. My best guess as to why is the 275/40R22 tire's stiffer sidewall reduces rolling resistance just enough to make up for the additional rim mass.

Starting with an 80% charge, I cruised for 209 miles before stopping to recharging with 17% remaining. That's about 10 miles better than I should have based on the EPA's numbers -- still within the margin of error, but even more impressive given my testing including a good chunk of Sport mode driving up twisty mountain roads. Not too bad.

This is about as open as the iX's hood gets unless you're a BMW service technician.

Antuan Goodwin/CNET

When it comes time to recharge, the iX pulls up to 195 kW at an appropriately powerful DC fast-charging station. That's not as fast as a 250-kW Hyundai Ioniq 5 or the 270-kW Porsche Taycan, but it's quick enough to add 90 miles of range with just a 10-minute session, or to go from a 10% to 80% state of charge in 40 minutes. BMW partnered with EVgo, providing buyers and lessees $100 of charging credit at its stations. 

The most cost effective place to charge is at home during off-peak evening hours. On a Level 2 plug, the iX can pull 11 kW, meaning it will charge from flat to full in around 11 hours.

Ride and handling

Extensive use of lightweight materials -- like the aluminum and carbon-fiber composite chassis (which are visible when you open the doors or rear hatch) and aluminum suspension components -- help keep weight down. Still, the iX is a very heavy machine, tipping the scales at 5,769 pounds as optioned here. Fortunately, much of the weight is beneath the floor in the battery pack. This low center of mass helps the iX stay nice and flat around corners, which means BMW's engineers could tune the double-wishbone front and five-link rear suspension to be a bit softer for comfort. The SUV soaks up bumps well even on the optional 22s, and this is likely thanks to BMW's lift-related dampers -- hydraulic shock absorbers that progressively vary their damping force as the wheels travel up and down.

This example is equipped with the optional Dynamic Handling package, which adds an auto-leveling air suspension good for preventing sag when towing a braked trailer up to 5,500 pounds -- though who knows what havoc that will wreak on your range. As mentioned before, the air suspension automatically lowers to improve stability at high speeds and in sport mode and can be manually raised for 0.8 inches of additional ground clearance at very low speeds. Additionally, this package adds rear-wheel steering that both helps with low-speed agility and highway stability.

The seats could use more lateral support, but the heated and ventilated buckets are quite comfortable for long hauls and commutes.

Antuan Goodwin/CNET

Polarizing design

I'm willing to concede that the eye of another beholder may find beauty somewhere in the iX's tall wagon proportions, but I don't find the design very cohesive. For example, the severe L-shaped trim on the front bumper doesn't seem to line up with any other element of the fascia and feels tacked on in a way that annoys me even more than BMW's new corporate grille. Most days, I simply don't enjoy looking at the iX, but sometimes I catch an odd angle and it's not so bad. (Some of my colleagues have more positive opinions about BMW's styling.)

I do like that the buck-toothed grille hides a very cool technology: It's made of a self-healing polymer. Pick up a rock chip or a scratch on its glossy finish and the surface will gradually work its way back to shiny and flush again. Heat accelerates the process, so on a hot summer day (or with some coaxing from a hair dryer), you can watch it heal before your eyes. The BMW roundel just above the grille pops open to reveal a hidden washer fluid reservoir, which would be neat if it weren't necessary because the iX's hood requires a service technician to open -- a double bummer because it means there's no frunk. Still, this a more elegant solution than Mercedes-Benz's weird washer fluid fender slot on the EQS and EQE.

The iX's cabin, on the contrary, is absolutely gorgeous. It makes great use of materials that look fantastic and are tactilely interesting to touch, from the crystal cut glass iDrive control knob and seat adjustment controls to the unique wood veneer capacitive buttons on the center console -- all optional. The bucket seats are quite comfy with an upright position that offers great visibility in all directions around the airy greenhouse. Also optional is this model's electrochromic glass roof that boosts the feeling of spaciousness and goes opaque at the touch of a button to keep the sun off of your head.

The iX's cabin looks so good I'm willing to forgive the awkward exterior.

Antuan Goodwin/CNET

But all is not well in this aesthetic paradise and a few ergonomic nitpicks stand out. There's the electronic door release, which is positioned too far forward and high on the door to get good opening leverage. I had to elbow and shoulder the door open awkwardly to get out, while my smaller copilot needed to shove with both hands to muscle it open.

BMW also simplified the iX's steering wheel controls significantly, using glossy capacitive touch pads surrounding a thumb wheel instead of discrete physical buttons for the cruise control, infotainment and whatnot. Additionally, there doesn't appear to be a toggle to disable cruise control; the system is always armed and ready for one tap to set or resume your cruising speed. So far so good, but twice when chucking the iX around a corner, my palm contacted the pad while turning the steering wheel 90 degrees, causing the cruise control to unexpectedly resume mid-turn, lurching forward while I scrambled for the brakes. I was able to catch it both times, but it left a sketchy mark on an otherwise exemplary driving experience.

Aside from this ergonomic gripe, the rest of the iX's optional and standard driver aid features work pretty well. Optional adaptive cruise works in stop-and-go traffic and integrates nicely with the lane-keeping steering assist and the hands-off Traffic Jam Steering Assist that works at speeds below 40 mph. Parking Assistant Professional is also available and can automatically guide the SUV into parallel and perpendicular parking spaces at the touch of a button. There's standard forward-collision avoidance that can be upgraded to add optional side collision avoidance, too.

Keep scrolling; there are dozens more nigh-identical looking icons on just this menu screen.

Antuan Goodwin/CNET

iDrive 8

The iDrive 8 multimedia software is a step forward from the previous generation, but also two steps backward. The system is still built around a pair of huge displays that now seem to float above the dashboard on struts. The left screen is the 12.3-inch digital instrument cluster while the right is a larger, 14.9-inch main touchscreen. iDrive 8 is a responsive system and, like the rest of the iX's cabin, the high-resolution screens look fantastic and are customizable with themes featuring nature-inspired imagery.

Unfortunately, the menu is a mess of tiny icons. I counted nearly 30 of them on the main screen in no particular order and with extremely flat organization. Rather than, for example, combining FM and Sirius XM radio into one audio sources menu, they both have separate buttons on the home screen that must be found amongst dozens of others at highway speeds. My colleagues reminded me that I could organize the menu myself by dragging the icons around and eight shortcuts can be saved to a favorites menu for quick access, so most users will be able to customize their way around the problem with a bit of tinkering, but it's a steep learning curve and I think the curated organization of iDrive 7 was a better out-of-the-box experience.

Back in the pros column, there's standard Apple CarPlay and Android Auto compatibility with wireless connectivity for both. The iX even supports the latest quick pairing tech for either, so you don't even need to fiddle with the menus to get paired up and running. There are also six USB type-C charging ports scattered around the cabin (two in the front and four for second-row passengers) and neat little slots perfectly sized to hold mobile phones on the center console and in the doors.

One of the iX's coolest features is its self-healing grille. What? I didn't say it was the best looking feature.

Antuan Goodwin/CNET

Price, competition and final thoughts

The 2023 BMW iX xDrive50 starts at $85,095 including the required $995 destination charge. This example rolled into my driveway wearing a $101,075 sticker thanks mostly to $3,500 worth of premium leather upholstery on $1,600 upgraded seats, plus $1,900 for the 22-inch wheels. I've also got the $7,700 Ultimate package that rolls nearly every bell and whistle left to get -- including the Dynamic Handling upgrades, Iconic Sounds, the glass and wood interior trim, the iX's complete driver aid suite and more -- into one line item.

At that price range, the BMW iX skews more premium than most of its electric SUV competitors. The BMW is significantly more expensive than an Audi E-Tron SUV and Sportback, but it's also more powerful with nearly 100 miles of additional range. The iX also slots somewhere between Tesla Models X and Y. 

Judged solely on the driving experience, range and handling, the all-new iX is a spectacular new entry in BMW's electric car portfolio. However, BMW then went and made so many weird little design decisions -- from the steering wheel controls to the weird door openers, the complicated menus and, yes, my aesthetic hang ups -- that it doesn't quite stick the landing as one of my favorites in this class.

Your mileage may vary.

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2022 Ford Bronco Everglades Review: Form Begets Function

2022 Ford Bronco Everglades Review: Form Begets Function

With just a few key changes, the 2022 Ford Bronco Everglades adds even more overlanding-ready capability than a standard Bronco. But these aren't tweaks destined for mall crawling; this thing begs to be run muddy and put away wet, and you'll be doing a disservice if you buy this trim and don't do precisely that.

The stock Bronco is no slouch off-road, but the Everglades model really leans into this prowess with a few key upgrades. The vent tubes for the transmission, transfer case and axles have all been raised between 2 and 3 inches, which improves the SUV's wading depth to an impressive 36.4 inches of water, nearly 3 inches more than a Bronco Sasquatch. A new snorkel ensures that air is the only thing reaching the engine, and it has the pleasant side effect of adding some throaty intake noises. Throw in some beefy 315/70R17 Goodyear Territory mud-terrain tires wrapped around dark 17-inch wheels, an exclusive sandy shade of paint and some unique squared fender flares, and the Bronco Everglades looks ready for business.

But the real piece de resistance hangs out up front, protruding some 8 inches off the modular front bumper. This Warn winch carries a 100-foot synthetic line, is capable of pulling 10,000 pounds, and looks absolutely freakin' awesome. It comes standard from the factory on the Everglades, which means it had to be crash tested, and I truly pity whatever dares smash into it. While I never got into enough trouble to need the winch, it pervades my every thought, turning every tall or heavy object into a game of, "Oh, I bet I could pull that down." Ford doesn't yet have a front camera solution for the Everglades, but it desperately needs one -- not only for overlanding, but for parking, too. It's easy to forget that winch is there.

The addition of the Warn winch compromises the Bronco's approach angle, which is just 37.8 degrees here -- not bad, but not as good as modular-bumper models without it. The breakover angle is 26.3 degrees, the same as any other thick-tired Bronco, while departure is a respectable 37.1 degrees. There's 11.7 inches of ground clearance, and without any side steps, shorter folks will definitely need that dashboard-mounted grab handle to hop aboard.

If you do head off the beaten path -- and honestly, how could you not? -- the Bronco Everglades is ready for it. The vinyl flooring has drain plugs to keep any splashing waterways from giving passengers trench foot, and the marine-grade seat material is both comfortable and easy to clean, as is just about every bit of the plastic-heavy interior. If you prefer an open-air experience, the hardtop detaches in three pieces, and it stores easily enough in the cargo area, but the Everglades' standard roof rack makes those panels surprisingly difficult to remove without some manhandling.

Even though the Bronco Everglades tips the scales at a chonky 5,212 pounds, the four-cylinder turbocharged engine under the hood has no problems providing plenty of motive force. The 2.3-liter EcoBoost I4 makes 300 horsepower and 325 pound-feet of torque, and it's sent to all four wheels through a 10-speed automatic transmission. Whether on the road or off, this is more than enough power to get the job done, enabling 3,500 pounds of towing, like most other non-Raptor Bronco variants. The 10-speed can occasionally take a spell to get to the right gear, but most of the time it stays out of its own way.

The cabin is full of tech and easy to clean.

Andrew Krok/CNET

The Bronco is not a fuel-efficient vehicle by any stretch, but the Everglades upgrades thankfully don't make it worse. As with other Sasquatch-based models, the EPA rates this SUV at 18 mpg city, 17 mpg highway and 18 mpg combined. A light foot shows me closer to 20 mpg on the highway, but don't expect much more than that.

Despite the Everglades' position as a proper overlanding model, most of its components are the same as what you'd find on other Broncos, which means it carries some surprisingly sedate on-road manners. An independent front suspension gives the Bronco solid handling characteristics, and while most bumps and humps do elicit traditional body-on-frame jitters, it never feels discombobulated. The standard mud tires don't cause any tracking issues on the highway, and the slab-sided silhouette offers excellent visibility in all directions, although the two aforementioned qualities do generate a fair bit of wind and road noise at higher speeds.

Some off-road vehicles sacrifice creature comforts for... I don't know -- the appearance of ruggedness, I guess? But not the Bronco Everglades. As befitting a five-seat SUV that starts at nearly $55,000, the Everglades carries a good number of standard features, like heated seats, keyless entry and dual-zone climate control. It also picks up the largest possible infotainment screen, filling the dashboard with 12 inches of Sync 4 goodness. It's a great system, with wireless Apple CarPlay and Android Auto in addition to split-screen capability with embedded navigation. Charging is never an issue, thanks to a USB-A and USB-C port in each row, and the back row also gets a 110-volt plug.

If you buy this and don't take it off-road, you're doing it wrong.

Andrew Krok/CNET

Safety tech doesn't take a backseat in the Bronco Everglades, either. Standard kit includes forward-collision warning, automatic emergency braking, lane-keeping assist, blind-spot monitoring and a backup camera with decent resolution. The Everglades can't be equipped with Ford's surround-view camera system or adaptive cruise control, however, which is a bit of a bummer.

The 2022 Ford Bronco Everglades is the second-most expensive variant behind the Raptor at $54,595, including $1,495 in destination charges. My tester rings in at $56,535, thanks to a few basic add-ons: Desert Sand paint is $295, connected navigation is $695, door bags add $350 and a slide-out tailgate tacks on another $600. It's a pricey proposition, but considering the Warn winch sells on Ford's website for $3,500 before installation, it's not like you're throwing all of that extra scratch straight into a volcano. While you can get a Jeep Wrangler for less, the Bronco provides a better overall experience, and Jeep doesn't offer a factory-fitted winch anywhere in its lineup.

It's that sort of baked-in capability that puts the Ford Bronco Everglades in a unique position. It is truly built for the rough stuff, yet it doesn't make a driver suffer for choosing a little extra beefcake. The Everglades is yet another brilliant variant in an already impressive Bronco lineup.

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