code: def car_reviews():
      return [
          """
  The full-size pickup truck and the V-8 engine were supposed to be inseparable, like the internet and cat videos. You can’t have one without the other—or so we thought.
  
  In America’s most popular vehicle, the Ford F-150, two turbocharged six-cylinder engines marketed under the EcoBoost name have dethroned the naturally aspirated V-8. Ford’s new 2.7-liter twin-turbo V-6 is the popular choice, while the 3.5-liter twin-turbo V-6 is the top performer. The larger six allows for greater hauling capacity, accelerates the truck more quickly, and swills less gas in EPA testing than the V-8 alternative. It’s enough to make even old-school truck buyers acknowledge that there actually is a replacement for displacement.
  
  And yet a V-8 in a big pickup truck still feels so natural, so right. In the F-150, the Coyote 5.0-liter V-8 is tuned for torque more so than power, yet it still revs with an enthusiastic giddy-up that reminds us that this engine’s other job is powering the Mustang. The response follows the throttle pedal faithfully while the six-speed automatic clicks through gears smoothly and easily. Together they pull this 5220-pound F-150 to 60 mph in 6.3 seconds, which is 0.4 second quicker than the 5.3-liter Chevrolet Silverado with the six-speed automatic and 0.9 second quicker than the 5.3 Silverado with the new eight-speed auto. The 3.5-liter EcoBoost, though, can do the deed another half-second quicker, but its synthetic soundtrack doesn’t have the rich, multilayered tone of the V-8.
  
  It wasn’t until we saddled our test truck with a 6400-pound trailer (well under its 9000-pound rating) that we fully understood the case for upgrading to the 3.5-liter EcoBoost. The twin-turbo engine offers an extra 2500 pounds of towing capability and handles lighter tasks with considerably less strain. The 5.0-liter truck needs more revs and a wider throttle opening to accelerate its load, so we were often coaxed into pressing the throttle to the floor for even modest acceleration. The torquier EcoBoost engine offers a heartier response at part throttle.
  
  In real-world, non-towing situations, the twin-turbo 3.5-liter doesn’t deliver on its promise of increased fuel economy, with both the 5.0-liter V-8 and that V-6 returning 16 mpg in our hands. But given the 3.5-liter’s virtues, we can forgive it that trespass.
  
  Trucks Are the New Luxury
  
  Pickups once were working-class transportation. Today, they’re proxy luxury vehicles—or at least that’s how they’re priced. If you think our test truck’s $57,240 window sticker is steep, consider that our model, the Lariat, is merely a mid-spec trim. There are three additional grades—King Ranch, Platinum, and Limited—positioned and priced above it, plus the 3.5-liter EcoBoost that costs an extra $400 as well as a plethora of options to inflate the price past 60 grand. Squint and you can almost see the six-figure trucks of the future on the horizon.
  
  For the most part, though, the equipment in this particular Lariat lives up to the price tag. The driver and passenger seats are heated and cooled, with 10-way power adjustability and supple leather. The technology includes blind-spot monitoring, navigation, and a 110-volt AC outlet. Nods to utility include spotlights built into the side mirrors and Ford’s Pro Trailer Backup Assist, which makes reversing with a trailer as easy as turning a tiny knob on the dashboard.
  
  Middle-Child Syndrome
  
  In the F-150, Ford has a trifecta of engines (the fourth, a naturally aspirated 3.5-liter V-6, is best left to the fleet operators). The 2.7-liter twin-turbo V-6 delivers remarkable performance at an affordable price. The 3.5-liter twin-turbo V-6 is the workhorse, with power, torque, and hauling capability to spare. Compared with those two logical options, the middle-child 5.0-liter V-8 is the right-brain choice. Its strongest selling points may be its silky power delivery and the familiar V-8 rumble. That’s a flimsy argument when it comes to rationalizing a $50,000-plus purchase, though, so perhaps it’s no surprise that today’s boosted six-cylinders are now the engines of choice in the F-150.
  """,
          """
  THE GOOD
  The Tesla Model S 90D's electric drivetrain is substantially more efficient than any internal combustion engine, and gives the car smooth and quick acceleration. All-wheel drive comes courtesy of a smart dual motor system. The new Autopilot feature eases the stress of stop-and-go traffic and long road trips.
  
  THE BAD
  Even at Tesla's Supercharger stations, recharging the battery takes significantly longer than refilling an internal combustion engine car's gas tank, limiting where you can drive. Tesla hasn't improved its infotainment system much from the Model S' launch.
  
  THE BOTTOM LINE
  Among the different flavors of Tesla Model S, the 90D is the one to get, exhibiting the best range and all-wheel drive, while offering an uncomplicated, next-generation driving experience that shows very well against equally priced competitors.
  
  
  REVIEW  SPECIFICATIONS  PHOTOS
  Roadshow Automobiles Tesla 2016 Tesla Model S
  Having tested driver assistance systems in many cars, and even ridden in fully self-driving cars, I should have been ready for Tesla's new Autopilot feature. But engaging it while cruising the freeway in the Model S 90D, I kept my foot hovering over the brake.
  
  My trepidation didn't come so much from the adaptive cruise control, which kept the Model S following traffic ahead at a set distance, but from the self-steering, this part of Autopilot managing to keep the Model S well-centered in its lane with no help from me. Over many miles, I built up more trust in the system, letting the car do the steering in situations from bumper-to-bumper traffic and a winding road through the hills.
  
  2016 Tesla Model S 90DEnlarge Image
  Although the middle of the Model S range, the 90D offers the best range and a wealth of useful tech, such as Autopilot self-driving.
  Wayne Cunningham/Roadshow
  Tesla added Autopilot to its Model S line as an option last year, along with all-wheel-drive. More recently, the high-tech automaker improved its batteries, upgrading its cars from their former 65 and 85 kilowatt-hour capacity to 70 and 90 kilowatt-hour. The example I drove, the 90D, represents all these advances.
  
  More importantly, the 90D is the current range-leader among the Model S line, boasting 288 miles on a full battery charge.
  
  The Model S' improvements fall outside of typical automotive industry product cycles, fulfilling Tesla's promise of acting more like a technology company, constantly building and deploying new features. Tesla accomplishes that goal partially through over-the-air software updates, improving existing cars, but the 90D presents significant hardware updates over the original Model S launched four years ago.
  
  Sit and go
  Of course, this Model S exhibited the ease of use of the original. Walking up to the car with the key fob in my pocket, it automatically unlocked. When I got in the car, it powered up without me having to push a start button, so I only needed to put it in drive to get on the road.
  
  Likewise, the design hasn't changed, its sleek, hatchback four-door body offering excellent cargo room, both front and back, and seating space. The cabin feels less cramped than most cars due to the lack of a transmission tunnel and a dashboard bare of buttons or dials.
  
  2016 Tesla Model S 90DEnlarge Image
  The flat floor in the Model S' cabin makes for enhanced passenger room.
  Wayne Cunningham/Roadshow
  The big, 17-inch touchscreen in the center of the dashboard shows navigation, stereo, phone, energy consumption and car settings. I easily went from full-screen to a split-screen view, the windows showing each appearing instantly. A built-in 4G/LTE data connection powers Google maps and Internet-based audio. The LCD instrument panel in front of me showed my speed, energy usage, remaining range, and intelligently swapped audio information for turn-by-turn directions when started navigation.
  
  The instrument panel actually made the experience of driving under Autopilot more comfortable, reassuring me with graphics that showed when the Model S' sensors were detecting the lane lines and the traffic around me. Impressively, the sensors could differentiate, as shown on the screen's graphics, a passenger car from a big truck.
  
  At speed on the freeway, Autopilot smoothly maintained the car's position in its lane, and when I took my hands off the wheel for too long, it flashed a warning on the instrument panel. In stop-and-go traffic approaching a toll booth, the car did an even better job of self-driving, recognizing traffic around it and maintaining appropriate distances.
  
  Handling surprise
  Taking over the driving myself, the ride quality proved as comfortable as any sport-luxury car, as this Model S had its optional air suspension. The electric power steering is well-tuned, turning the wheels with a quiet, natural feel and good heft.
  
  Audi S7 vs Tesla Model S
  Shootout: Audi S7 vs. Tesla Model S
  Wayne Cunningham/Roadshow
  The biggest surprise came when I spent the day doing laps at the Thunderhill Raceway, negotiating a series of tight, technical turns in competition with an Audi S7. I expected the Model S to get out-of-shape in the turns, but instead it proved steady and solid. The Model S' 4,647-pound curb weight made it less than ideal for a track test, but much of that weight is in the battery pack, mounted low in the chassis. That low center of gravity helped limit body roll, ensuring good grip from all four tires. In the turns, the Model S felt nicely balanced, although not entirely nimble.
  
  Helping its grip was its native all-wheel drive, gained from having motors driving each set of wheels. The combined output of the motors comes to 417 horsepower and 485 pound-feet of torque, those numbers expressed in 0-to-60 mph times of well under 5 seconds. That thrust made for fast runs down the race track's straightaways, or simply giving me the ability to take advantage of gaps in traffic on public roads.
  
  288 miles is more than enough for most people's daily driving needs, and if you plug in every night, you will wake up to a fully charged car every morning. The Model S makes for a far different experience than driving an internal combustion car, where you need to go to a gas station to refuel. However, longer trips in the Model S require some planning, such as scheduling stops at Tesla's free Supercharger stations.
  
  
  Charging times are much lengthier than refilling a tank with gasoline. From a Level 2, 240-volt station, you get 29 miles added every hour. Tesla's Supercharger, a Level 3 charger, takes 75 minutes to fully recharge the Model S 90D's battery.
  
  2016 Tesla Model S 90DEnlarge Image
  Despite its high initial price, the Model S 90D costs less to run on a daily basis than a combustion engine car.
  Wayne Cunningham/Roadshow
  
  Low maintenance
  The 2016 Tesla Model S 90D adds features to keep it competitive against the internal combustion cars in its sport luxury set. More importantly, it remains very easy to live with. In fact, the electric drivetrain should mean greatly decreased maintenance, as there are fewer moving parts. The EPA estimates that annual electricity costs for the Model S 90D should run $650, much less than buying gasoline for an equivalent internal combustion car.
  
  Lengthy charging times mean longer trips are either out of the question or require more planning than with an internal combustion car. And while the infotainment system responds quickly to touch inputs and offers useful screens, it hasn't changed much in four years. Most notably, Tesla hasn't added any music apps beyond the ones it launched with. Along with new, useful apps, it would be nice to have some themes or other aesthetic changes to the infotainment interface.
  
  The Model S 90D's base price of $88,000 puts it out of reach of the average buyer, and the model I drove was optioned up to around $95,000. Against its Audi, BMW and Mercedes-Benz competition, however, it makes a compelling argument, especially for its uncomplicated nature.
  """,
      ]
  
file_path: featuretools/featuretools/tests/testing_utils/mock_ds.py
imports: from datetime import datetime
  import numpy
  import pandas
  from woodwork.logical_types import URL, Boolean, Categorical, CountryCode, Datetime, Double, EmailAddress, Filepath, Integer, IPAddress, LatLong, NaturalLanguage, Ordinal, PersonFullName, PhoneNumber, PostalCode, SubRegionCode
  from featuretools.entityset import EntitySet
label_desc: Use image node_id 10 for calling a global function with example usage: car_reviews() and returns: list