Evelyn Reynolds

The 2021 Arteon is by far the most beautiful machine in Volkswagen’s portfolio. Its long, low, and wide proportions convey the type of elegance typically reserved for models wearing Audi’s famous interlocking rings rather than VW’s humbler logo. It’s far more like the sultry A5 Sportback than the generic Passat.

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Despite its avant-garde aesthetic and luxury-grade amenities, Volkswagen’s sleekest hatchback (cleverly disguised as a fast-roofline sedan) isn’t a big seller in the United States. Since arriving as a 2019 model, just more than 5000 copies found buyers through the third quarter of 2020. But the Arteon wasn’t built for mass appeal. VW has an expanding roster of crossovers to satisfy the masses and protect its profit margins. Instead, the Arteon was made even prettier and more desirable for the 2021 model year, to continue to entice individualists who appreciate its Audi-adjacent style.

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Volkswagen

Under the Influence of Audi
We tested a top-of-the-line Arteon SEL Premium R-Line painted in Pyrite Silver that rode on a set of newly designed 20-inch wheels. The cabin gets a more dramatic update than the exterior, with VW adding some tasteful visual flair. The upper part of the dashboard now has a modernized design that scraps the pointless analog clock and relocates the buttons above the infotainment system to the bezel around the shifter. The cabin also looks great at night, the new ambient lighting featuring 30 selectable colors that highlight a strip across the dash, translucent panels on the doors, and even elements in the fully digital gauge cluster and 8.0-inch touchscreen. We’re also fond of the new steering wheel’s contoured grip and girthier rim, but our winter gloves unintentionally activated its new haptic controls more than once. Other Audi-influenced additions include standard touch-sensitive climate controls that were less distracting and more responsive than we expected.

HIGHS: Simply stunning styling, Audi-esque interior environment, crossover-like cargo space.

The raft of subtle, albeit meaningful, changes don’t affect the Arteon’s cargo or passenger space. The pilot’s seat remains more relaxing than engaging, with front-seat cushions that err on the side of supple rather than supportive. Too bad the “massaging” driver’s seat felt like sitting in front of a disgruntled toddler on an airplane. At least adults in the back still enjoy legroom worthy of a luxury car and a surprising amount of headroom despite the hatchback’s diving rear roofline. The Arteon is almost as practical as a compact crossover, too, with an expansive cargo area that’ll hold nine carry-on suitcases behind the back seat. Fold them down and luggage capacity tops out at 21 carry-ons—only three fewer than we fit in a VW Tiguan.

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Volkswagen

A Fine Luxury Car—for the Right Price
Those satisfied with the Arteon’s one-size-fits-all powertrain—a 268-hp turbo 2.0-liter four-pot paired with an eight-speed automatic—won’t care that it’s unchanged. Those hoping we’d get the 315-hp version from the European Arteon R are out of luck. However, the EPA highway fuel-economy figure has swelled by 4 mpg to 31 since 2019, a figure we matched during our real-world highway test at 75 mph. Every top-trim SEL Premium has standard 4Motion all-wheel drive, which helped our test car reach 60 mph in 6.4 seconds. While neither that time nor the 4.6-second sprint from 50 to 70 mph qualifies as lazy, the Arteon isn’t exactly exciting when goaded with wide-open throttle. The interior is nicely insulated from wind and road noise, but a heavy right foot reveals engine sounds that aren’t racy. The automatic has polite manners and deliberate responses, but its tendency to upshift early favors fuel economy over playfulness, making the steering-wheel-mounted paddle shifters necessary.

LOWS: Unexhilarating engine sounds, massaging driver’s seat feels like being kicked by a toddler, barely cheaper than an Audi alternative.

During our time with the Arteon, we discovered that it’s best enjoyed at a relaxed pace. Sure, the hatchback can be hurried if you insist, but it’s a luxury car first. Its light steering is accurate and body control is poised, but the Arteon is mostly indifferent to corners. The hatch’s surprisingly rigid structure and graceful ride quality remind us that VW is really good at building cars that feel expensive. Which is fortunate, because this one actually is.

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Volkswagen

Although the Arteon is certainly a special Volkswagen and a fine mid-size luxury car, it’s not really an affordable Audi alternative because, well, it’s not much more affordable. Our SEL Premium R-Line had an as-tested price of $48,190, which is only $1755 shy of a loaded A5 Sportback. In a way, the Arteon is the last throwback to the Piëch-era VWs, the Phaetons and Touaregs, that sought to transcend their badges. And that it does, rewarding the select few who are paying attention.

Specifications

SPECIFICATIONS
2021 Volkswagen Arteon 4Motion
VEHICLE TYPEfront-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED$48,190 (base price: $44,590)
ENGINE TYPEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement 121 in3, 1984 cm3Power 268 hp @ 5500 rpmTorque 258 lb-ft @ 1950 rpm
TRANSMISSION8-speed automatic
CHASSISSuspension (F/R): struts/multilinkBrakes (F/R): 13.4-in vented disc/12.2-in vented discTires: Continental ProContact TX, 245/35R-20 95H M+S
DIMENSIONSWheelbase: 111.9 inLength: 191.6 inWidth: 73.7 inHeight: 56.9 inPassenger volume: 98 ft3Cargo volume: 27 ft3Curb weight: 3939 lb
C/D TEST RESULTS60 mph: 6.4 sec100 mph: 15.9 secRolling start, 5–60 mph: 7.2 secTop gear, 30–50 mph: 3.5 secTop gear, 50–70 mph: 4.6 sec1/4 mile: 14.7 sec @ 96 mphTop speed (governor limited): 128 mphBraking, 70–0 mph: 167 ftRoadholding, 300-ft-dia skidpad*: 0.90 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY75-mph highway driving: 31 mpgHighway range: 560 miles
EPA FUEL ECONOMYCombined/city/highway: 24/20/31 mpg
C/D testing explained

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That many of today’s plug-in hybrids (PHEVs) are both the most powerful and fuel-efficient examples within their respective model ranges says a lot about the progress of vehicle electrification. For example, Audi’s updated 2021 Q5 SUV lineup, where the new PHEV variant, the Q5 55 TFSI e, packs the largest power figure, and its balance of performance, fuel efficiency, and luxury place it in a compelling spot in the lineup. Although the sportiest variant remains the SQ5—but only just.
Starting at $52,995, the PHEV version of Audi’s compact luxury crossover slots between the regular $44,395 Q5 45 TFSI and the performance-oriented $53,995 SQ5. Regardless of the powertrain, all 2021 Q5s receive more angular styling for their headlights and front and rear bumpers, as well as an updated grille that’s more cohesive with the brand’s newer models. The net effect ties the Q5’s design elements together better than before, lending it a fresh but not overly aggressive aura when parked at the curb.

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Audi

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Audi introduced the plug-in Q5 last year, which combines a 248-hp turbocharged 2.0-liter inline-four with the hybrid’s 141-hp electric motor for a peak output of 362 horses and 369 pound-feet of torque. With a standard seven-speed dual-clutch automatic transmission and Quattro all-wheel drive, Audi says the Q5 PHEV should reach 60 mph in a fleet 5.0 seconds—only 0.3 second slower than the SQ5 with its 349-hp turbo 3.0-liter V-6.
Even with the added 550 pounds of mass of the hybrid’s battery and motor, the Q5 55 TFSI e is quick for its segment. It won’t rearrange your internal organs when you stomp on the accelerator, but it will remind you that instant electric torque is a wonderful thing when used correctly. The Q5 PHEV feels just as at home on the open road as it does around town. Its ride is steady and polished even when the pavement is anything but, and it corners adroitly for its size. But as with most electrified vehicles, you’ll notice its extra weight as the dynamic loads increase.

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Audi

The PHEV’s lithium-ion battery with 11.3 kWh of usable energy nets a 19-mile EPA rating for electric driving. If that seems modest, it’s even more so than it needed to be, as Audi voluntarily lowered its label value from the 29-mile figure the Q5 earned during EPA testing. While in electric mode, the Q5’s already quiet interior becomes noticeably more serene. The battery can be recharged in as little as 2.4 hours via a 240-volt Level 2 charging station, according to Audi, but takes considerably longer if you plug it into a conventional 120-volt wall socket. Compared with the standard Q5’s EPA estimate of 25 mpg combined, the PHEV earns a 27-mpg rating after the battery’s been depleted and 50 MPGe with it in the mix.
Inside, the Q5’s cabin continues to exhibit the exemplary build quality we’ve come to expect from Audi. The updated MIB 3 infotainment system behind the standard 10.1-inch touchscreen is high tech and nicely integrated. But we did notice some latency in its responses to commands, and we’re still acclimating to not having the previous MMI setup’s rotary control knob. Wireless Apple CarPlay is now available, but Android Auto connectivity requires the use of a cord. Higher trims add Audi’s excellent 12.3-inch Virtual Cockpit digital gauge display and its ability to sharply render full-width map data. Our main disappointment in the example we drove was the standard eight-way power-adjustable front seats, which we struggled to find a comfortable position in during longer stints behind the wheel.

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Audi

The Q5 55 TFSI e is available with Audi’s typical Premium, Premium Plus, and Prestige option packages, with the latter pushing the plug-in’s price to $62,795 with heated and ventilated seats, a head-up display with traffic-sign recognition, and a premium Bang & Olufsen stereo. Audi points out that federal and local tax credits have the potential to significantly lower the PHEV’s entry point, limiting its upcharge over the standard Q5 and making the SQ5 a considerably more expensive proposition. For Q5 shoppers who can make use of its electric range, the plug-in’s solid performance and luxury trappings could strike a just-right balance.

Specifications

Specifications
2021 Audi Q5 55 TFSI e
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
BASE PRICE $52,995
POWERTRAIN turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 248 hp, 273 lb-ft; permanent-magnet DC motor, 141 hp, 258 lb-ft; combined output, 362 hp, 369 lb-ft; 11.3-kWh lithium-ion battery pack
TRANSMISSION 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 111.0 inLength: 184.3 inWidth: 74.5 inHeight: 65.3 inPassenger volume: 99–103 ft3Cargo volume: 26 ft3Curb weight (C/D est): 4650 lb
PERFORMANCE (C/D EST) 60 mph: 5.0 sec1/4 mile: 13.7 secTop speed: 130 mph
EPA FUEL ECONOMY Combined/city/highway: 25/29/27 mpgCombined gasoline+electricity: 50 MPGeEV range: 19 miles

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Fast and mature, the Golf R sits above the GTI in the Volkswagen Golf hierarchy. The first R Golf, the R32, arrived in the United States in 2004 and featured a 3.2-liter narrow-angle V-6. The name changed to Golf R in the sixth generation, when it lost the silky six in favor of a high-output, turbocharged 2.0-liter inline-four. The upcoming eighth-generation Golf is now getting the R treatment. It and the GTI will be the only Golf models sold in the U.S. We drove the new R in Germany where it’ll go on sale soon, but Americans will have to wait until the third quarter of 2021 to see them here.

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The familiar turbocharged 2.0-liter four now makes 315 horsepower and 310 pound-feet of torque, up from 288 horsepower and 280 pound-feet. With the dual-clutch automatic, expect to see 60-mph times in the low- to mid-fours. True believers will select the six-speed manual transmission, which will only be available in North America. The quickest prior generation dual-clutch Golf R we tested hit 60 mph in 4.5 seconds with the manual clipping a 4.8-second time. The turbo four’s power delivery isn’t explosive, but it is consistently strong and relentless, and turbo lag is barely noticeable.

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Volkswagen

In normal mode, the dual-clutch automatic transmission is eager to get into the highest gear to save fuel. Switch to Race mode and the transmission becomes aggressive, downshifting under braking and holding gears to redline. Like the GTI, the engine’s actual sound is amplified by a diaphragm connected to the intake and fed into the cabin. The sound is pleasant and adjustable should you want to silence it. A quick release of the accelerator leads to a delightfully boisterous crackle from the exhaust.
The Golf R’s chassis and all-wheel drive are supremely capable in bringing the power to the road. Turn-in is precise and sharp, and the handling is neutral up to the lofty limits. Our German-specs car was fitted with the optional Performance Package that adds two extra drive modes that we enjoyed thoroughly. Special mode is designed to conform with the specific challenges of the Nürburgring-Nordschleife and is a great setting for any back road. It sharpens the throttle, livens up the gearbox’s responses but dials back the aggression of the adaptive dampers. The second mode is a Drift mode, which sets up the all-wheel-drive system and stability control to allow for some delightful oversteer. You can also switch off stability control entirely.

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Volkswagen

The new Golf only comes as a four-door, and as we’ve already seen the redesign is evolutionary. It’s a very practical shape. There is ample room for passengers in front and in the rear, and the cargo area is SUV-like. The interior represents a big upgrade over the previous generation. VW’s engineers and designers have managed to hide their cost-cutting, and the visible surfaces still appear better than most of the Golf’s competitors. The driver is surrounded by decidedly futuristic digital instruments and capacitive switches. Hopefully, VW will set the pedals properly in manual versions. A six-speed GTI we recently drove had a brake-pedal position that made heel-and-toe downshifts virtually impossible.
The Golf R remains a refined small car with the practicality of a hatch and the soul of a sports car. As with the previous generation, the Golf R remains a Subaru WRX STI and Civic Type R competitor, but it offers more day-to-day refinement in a mature design. What the Golf R gives up in track-day fun it more than makes up for on your commute.

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Volkswagen

Specifications

SPECIFICATIONS
2021 Volkswagen Golf R
VEHICLE TYPEfront-engine, all-wheel-drive, 5-passenger, 4-door hatchback
BASE PRICE (C/D EST)$44,000
ENGINE TYPEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement121 in3, 1984 cm3Power315 hpTorque310 lb-ft @ 2100 rpm
TRANSMISSION6-speed manual, 7-speed dual-clutch automatic
DIMENSIONSWheelbase: 103.5 inLength: 168.9 inWidth: 70.4 inHeight: 57.4 inCurb weight (C/D est): 3400–3450 lb
PERFORMANCE (C/D EST)60 mph: 4.3–4.6 sec100 mph: 11.5–11.9 sec1/4-mile: 12.8–13.1 secTop speed: 155 mph
EPA FUEL ECONOMY (C/D EST)Combined/city/highway: 24–26/21–23/29–30 mpg

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Carrol Shelby’s Mustangs have come a long way since bib overalls. More

They say those who fail to learn from history are doomed to repeat it, but Ford’s Special Vehicle Team has very carefully studied the Mustang’s history—specifically, the chapter on the 1967–70 Mustang Shelby GT500—and is gleefully set to repeat it, in spades, with no less an authority than Carroll Shelby himself adding his blessing and the use of his name. And when it comes to Mustangs, who in today’s car biz has more historical cachet? It was Shelby who raised the image of the original Mustang from an engaging all-American sporty car to a turnkey factory racer with the 1965 GT350 fastback. Then he followed up with the GT500, propelled by a big-block (7.0 liter) Ford 428 V-8 generating enough torque (420 pound-feet at 3200 rpm) to pull the skin of the earth measurably tighter when the driver tramped on the gas.

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Fast forward to now, and at a glance Ford is reviving that same formula: a stronger engine in a Mustang fastback, delivering more power, more torque, better handling, and more visual intimidation. A little bit of history repeating, right? Well, yes. But that’s at a glance. Technology hasn’t exactly stood still since the last GT500 rolled out of a showroom in 1970, and even though this revival preserves a good old live-axle rear suspension—a mechanical tradition that has all but disappeared in current passenger cars—its mechanical credentials are fully contemporary. Not to mention seriously potent.
We brought you a preview of this new super-‘Stang in May, a quick thumbnail of the red prototype that was one of the stars of this year’s New York auto show. And having sat in and lusted after that show car, we immediately began pestering the Special Vehicle Team development crew, led by Hau Thai-Tang and chief vehicle engineer Jay O’Connell, for an early drive in one of the development cars.

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AARON KILEY

That led to a rendezvous at Ford’s proving ground in Romeo, Michigan, on a day in late April that ranged from damp to deluge. Not the right setting for getting acquainted with a muscle car on summer tires, but when you’re signed up for an exclusive first drive in the hottest production Mustang ever, you don’t quibble.
So what should you expect when this car rolls into showrooms next June?
Certainly, some traits are predictable. Tops on that list is hustle. With output of its supercharged engine forecast by the development team to be “over 450 horsepower and 450 pound-feet of torque,” the GT500 will be one quick pony. O’Connell predicts 0-to-60-mph times in the low-four-second range. Similarly, it’s not too surprising that this car responds to steering inputs a wink quicker than the Mustang GT and delivers considerably more grip and major-league stopping power.
What is surprising is the level of civility that goes with all of this. The GT500 is by definition a muscle car, but it’s not one of those remorseless brass bushing brutes that make their owners pay for visceral gratification with a relentless assault on their hearing and skeletal integrity. The 2001 SVT Mustang Cobra R comes to mind. In contrast, the GT500 should deliver enough compliance to make everyday driving a pleasure rather than a punishment, and we anticipate that interior noise levels may actually be lower than they are in a stock Mustang GT coupe.

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AARON KILEY

Let’s talk power. The heart of the GT500 is a supercharged 5.4-liter DOHC 32-valve V-8. If those specs sound familiar, it’s because they’re interchangeable with the description for the mid-engined Ford GT. But there are important distinctions. The GT V-8 is all aluminum with a dry-sump lubrication system, whereas the GT500 has an iron block and a wet sump. The GT engine is force-fed by a Lysholm screw-type supercharger; the GT500 will use an Eaton R122 Roots-type blower and an air-to-liquid intercooler, adding 10 psi to the intake system at peak boost.
O’Connell says the switch was dictated by availability, rather than price.
“The Lysholm unit is a little more expensive,” he says, “but the big problem was supply. They can’t make as many as we’re going to need. There are performance differences, too. The Lysholm type gives you a little more top end, and the Roots type is a little fatter in the midrange. We think owners will be satisfied with this setup.”
Judging by our weather-limited experience at Romeo and our test-track results with the 2003 SVT Mustang Cobra [C/D, June 2002], we concur. Power will be abundant, although O’Connell and his crew were still being cagey about specifics. Pressed on this issue, O’Connell said “between 450 and 500 horsepower—how’s that?” Our tech staff warmed up the calculators and figured a forecast of 475 horsepower at 6000 rpm. We may be low.

Big power isn’t much good unless it gets to the ground without excessive wheelspin, which is why the production GT500 will have a lot more rear tire than the New York show car, which hunkered over a set of 19-inch wheels wearing 255/45 tires. The initial production run of GT500s will roll on 9.5-by-18-inch wheels with sticky Goodyear Eagle Fl Supercar tires-255/45 front, 285/40 rear.
“We just couldn’t get the 255s to hook up,” says O’Connell. “Almost every run was going up in smoke.”
A pronounced forward weight bias—about 57/43, according to O’Connell didn’t help, either. Part of this is due to increased mass. The supercharged iron-block 5.4 weighs about 175 more pounds than the naturally aspirated 4.6 SOHC 24-valve aluminum V-8 in the Mustang GT. That factor, plus a bigger front-brake package, bigger wheels and tires, and other GT500 package elements, add up to a curb weight projected in the 3850-pound range versus 3575 pounds for the last Mustang GT we tested.

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AARON KILEY

But with the fatter Goodyears managing power delivered by a Tremec six-speed manual transmission and limited-slip rear end, O’Connell is confident the GT500 will sprint to 60 mph in “less than 4.5 seconds,” even with its tallish 3.31:1 rear-axle ratio. We expect that when we put the spurs to a test car early next year, a 0-to-60 number will come up in four seconds flat, and the quarter-mile will be 12.5 seconds at 116 mph. For perspective, those runs would be representative times for a C6 Corvette.
Other predictions: O’Connell forecasts a skidpad number of “0.91 or 0.92 g.” We think that’s a little conservative. Our last two C6 Corvette coupes [C/D, September and December 2004] produced identical 0.98 skidpad numbers. The GT500 will weigh in considerably higher, but it matches the Vette’s rear rubber and has even more contact patch up front. Accordingly, we expect to see at least 0.94 g.
Braking: The GT500’s 18-inch wheels will shelter huge 14.0-inch vented front rotors with four-piston calipers applying squeeze and 11.8-inch vented rear rotors. (The Mustang GT has 12.4-inch front rotors and 11.8-inch rears, all vented.) Given its Brembo braking system, bigger footprints, and stickier tires, we expect stops from 70 mph in less than 170 feet, which is, once again, Corvette territory. The front rotors on the GT500 show car were cross-drilled and vented. The production car’s brakes will lack cross drilling, which looks sexy but tends to produce cracks in hard use.
Handling: The GT500 has hefty front and rear anti-roll bars—a tubular 1.4-inch bar up front and a solid 0.9-inch rear bar and the spring rates and damping profiles have been adjusted to complement the massive power. There’s more roll stiffness, but it’s remarkable how supple the suspension manages to be, particularly with a live axle at the rear.

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AARON KILEY

The only negative dynamic comment in our notebook at the end of this brief time behind the wheel had to do with the power rack-and-pinion steering, which was quick (2.6 turns lock-to-lock) and accurate but felt a little light at high speeds. This was magnified by the absence of the production front air dam on our test mule. Unlike the early Mustangs, the GT500 is getting a lot of wind-tunnel time as part of its development, and O’Connell is intent on hitting the right balance between down-force and aerodynamic drag.
The test mule’s responses were colored by mild understeer—not too surprising, given the weight distribution and big disparity between the front and rear contact patches. And not unwelcome, since it makes the car’s responses predictable. Which is just what the SVT guys want.
“What we want is a little bit of steady-state understeer,” says Tom Chapman, SVT’s vehicle dynamics supervisor. “We don’t want to overdo it on agility, but we still want it to be fun to drive. Besides, we figure the driver can correct for understeer with his right foot any time he wants.”
Amen to that.
What else would you like to know? Price, perhaps? So would we. Like the matter of engine output, SVT will only offer a range of potential price points, from $36,000 to $40,000. The last SVT Mustang Cobra, with a mere 390 horsepower, cost $35,485. Our guess for this one is $39,000. Like the Mustang GT, that would be a tough-to-top performance buy, judging by our acceleration, braking, and skidpad forecasts. We’ll be waiting for your letters.

Carroll Shelby will always be remembered for his Cobra roadsters, but it was the GT350 and GT500 Mustangs that really filled 01’ Shel’s chili pot during the late ’60s—particularly the GT500. Although it was ponderous compared with the hard-edged GT350 of ’65 and ’66, the GT500 advanced an essential truth of the emerging U.S. sporty-car market: Americans liked speed, but not at the expense of comfort. This was the heyday of the big-inch V-8, when the U.S. industry was busily making torque junkies of us all, and that’s precisely what the GT500 delivered—lots of low-end grunt from a low-tech Ford 428 V-8, which was almost $1000 cheaper than the more potent 427 made famous by the Cobra.

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AARON KILEY

Most GT500s came with an automatic transmission, and if they weren’t pure sports cars, they were easy to live with. The GT500 made its debut for the 1967 model year with a price of $4195 and immediately outsold the $3995 GT350. Our road test in February 1967 characterized it as “an adult sports car,” noting that compared with the early GT350 “all the viciousness had gone out of the car, without any lessening of its animal vitality.” We quoted Shelby as calling it “the first car I’m really proud of.” In the next couple of years, both models acquired more and more comfort and convenience features, including convertible versions, moving steadily closer to the passenger-car mainstream. The last Shelby Mustangs were built in 1969, although some were sold as 1970 models. In all, just over 6500 GT500 and GT500KR (for “King of the Road”) cars were built. Recent GT500 auction prices, per Keith Martin’s authoritative Sports Car Market, were more than $90,000. This pristine 1968 model is owned by John Gribbel III, who lives in Palm Beach Gardens, Florida, when the weather is too severe back home in Melvin Village, New Hampshire.

Specifications

SPECIFICATIONS
2007 Ford Mustang Shelby Cobra GT500
VEHICLE TYPE front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
ESTIMATED BASE PRICE $39,000
ENGINE TYPEsupercharged and intercooled V-8, iron block and aluminum headsDisplacement 330 in3, 5409 cm3Power (C/D est)475 hp @ 6000 rpmTorque (C/D est) 450 lb-ft @ 3750 rpm
TRANSMISSION 6-speed manual
DIMENSIONSWheelbase: 107.1 in inLength: 188.0 inWidth: 73.9 inHeight: 55.7 inCurb weight: 3850 lb
PERFORMANCE (C/D EST)Zero to 60 mph: 4.0 secStanding ¼-mile: 12.5 sec @ 116 mphTop speed (governor limited): 160 mph
FUEL ECONOMY (C/D EST)EPA city/highway: 13/21 mpg

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