Car Reviews

It was inevitable that the Chevrolet Bolt electric hatchback would eventually spawn a more SUV-like variant such as the 2022 Bolt EUV (that’s short for electric utility vehicle). The regular Bolt model, which also refreshed for 2022, is a proven small, affordable EV with competitive range. The Bolt’s tall-hatch design already gave off faint whiffs of the utilitarian vibe that today’s consumers gravitate to, but the EUV version takes it a step further with a larger footprint and more SUV-like styling.
To be clear: The EUV isn’t drastically different from the regular Bolt. Both ride on the Bolt’s BEV2 platform and have an electric motor powering the front wheels. Think Bolt plus as the EUV still seems a bit small and narrow for a compact crossover. Six inches are added to the standard Bolt’s overall length and about three inches to its wheelbase, which can be seen in the length of the rear doors and the increased rear-seat legroom. The rear seat is now accommodating enough to be useful for adults on a regular basis, even if they still won’t be able can’t cross their legs and may complain about the lack of air vents. Overall width, height, and track also are up a smidge, although the EUV’s 16 cubic feet of cargo space is strangely less than the Bolt EV’s 17.

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Chevrolet

2022 Chevy Bolt EUV Crossover Starts at $33,995

Can the Chevy Bolt EV Conquer Death Valley?

2020 Chevy Bolt Prioritizes Range Over Style

The EUV’s styling is inoffensive and borrows heavily from the Bolt and Chevy’s larger Blazer and Trailblazer. What truly separates the EUV from the Bolt (and its non-Tesla competitors) is the available hands-free Super Cruise driver-assistance package—General Motors’s first EV and the first non-Cadillac vehicle to offer the system. Aside from a handful of fully loaded Launch Edition models, the feature is limited to the EUV’s top Premier trim as a $2200 option and includes three years of OnStar service. OnStar is required for the system to operate, so after three years you’d be paying for a monthly subscription if you want to keep Super Cruising.
Chevy structured our short, mostly highway drive to showcase the Super Cruise system, which remains impressive in its ability to stay in its lane and to cover long stretches of divided highway with no driver input, provided the driver-facing camera and infrared sensors determine you’re paying attention to the road. Look away for too long and the system starts beeping, the lights in the top of the steering wheel rim begin to flash, and with the help of OnStar telematics, the car will eventually activate its hazard lights and pull to a stop. Due to the Bolt’s older electrical architecture versus GM’s more advanced EVs, such as the upcoming GMC Hummer and Cadillac Lyriq, the EUV’s Super Cruise setup doesn’t support automatic, one-touch lane changes. But we imagine the capability of the basic system will be a draw for many potential EUV buyers.

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Chevrolet

We’ve yet to drive the 2022 Bolt EV, so we can’t say how differently the EUV goes down the road, if at all. Its brake pedal is pleasantly firm, the action of its steering is linear if devoid of feel, and its relatively low center of gravity lends it a secure, planted feel around corners. Motivation comes from a familiar electric motor rated for 200 horsepower and 266 pound-feet of torque that is fed electricity from a 65.0-kWh battery pack. Weighing about 100 pounds more than the standard Bolt, we estimate the 3700-pound EUV should get to 60 mph in about 7.0 seconds. The electric motor’s low-end pull is strong, which allows it to surge away from stoplights and overtake slower traffic on the highway with more verve than its 200 horses suggest. We particularly like the EUV’s regenerative-braking setup, which allows its driver to choose between very little regen by default, an on-demand paddle on the steering wheel that can bring the car to a stop, or full one-pedal operation via a button on the center console that remains active between startup cycles.
The Bolt EUV’s cabin is easy to see out of and fairly quiet at speed. We could feel and hear impacts from suburban Detroit’s larger frost heaves and pavement seams, but overall ride comfort is good. Poke around the new-if-somewhat-sober interior and you’ll notice that Chevy has replaced the previous Bolt’s funky electronic joystick shifter with a row of simpler shift buttons. There’s also a new 8.0-inch information display in the gauge cluster and a central 10.2-inch touchscreen, both of which are nicely rendered and intuitive to navigate.
Wireless Android Auto and Apple CarPlay connectivity are standard, as is an inductive-charging pad that’s optional on the regular Bolt. But you’ll have to pay extra for heated and ventilated front seats and heated outboard rear seats, which is something you want considering how much electricity turning on the heat requires. Active-safety-wise, forward collision warning, automatic emergency braking with pedestrian detection, and lane-departure warning and assist all are included. Rear cross-traffic alert, a surround-view camera system, and adaptive cruise control are available, depending on the model.

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Chevrolet

GM estimates the Bolt EUV’s range at 250 miles, which is nine miles short of the distance it quotes for the smaller hatchback. We have found that the Bolt’s EPA range is quite accurate. Plugged into a 240-volt outlet, the battery is said to take seven hours to fully recharge from a fully discharged state. Both ’22 Bolt models feature standard DC fast-charging capability, with the 55-kW maximum charge rate able to replenish the EUV with up to 95 miles of range in 30 minutes. For comparison, both the Hyundai Kona Electric and Kia Niro EV can recoup electrons at a faster rate (up to 100 kW), but they also cost considerably more than the EUV’s base price of $33,995. The EUV’s price is some $3500 less than the $37,495 starting price of the 2020 Bolt hatchback. The 2022 Bolt’s price is down to $32,990.
In addition to its recent tie-up with EVgo to expand the nation’s public charging network, GM is hoping to entice more buyers into the EV fold by offering to cover some of the initial installation costs of installing a Level 2 connection in the home for eligible buyers of either 2022 Chevy Bolt model. Which seems like a worthwhile benefit considering a Super Cruise-equipped EUV will top $40,000. The Bolt EUV may not be the crab-walking, 1000-hp Hummer EV that many are excited for GM to deliver, but it brings the Bolt closer to having mainstream appeal.

Specifications

Specifications
2022 Chevrolet Bolt EUV
VEHICLE TYPE front-motor, front-wheel-drive, 5-passenger, 4-door hatchback
BASE PRICE $33,995
MOTORS permanent-magnet synchronous AC, 200 hp, 266 lb-ft; 65.0-kWh lithium-ion battery pack
TRANSMISSION direct drive
DIMENSIONS Wheelbase: 105.3 inLength: 169.5 inWidth: 69.7 inHeight: 63.6 inPassenger volume: 99–100 ft3Cargo volume: 16 ft3Curb weight (C/D est): 3700 lb
PERFORMANCE (C/D EST) 60 mph: 7.0 sec1/4 mile: 15.5 secTop speed: 95 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 113/122/104 MPGRange: 250 miles

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This is a story about a hole, specifically the one concealed by the rear hatch of the new 2021 Porsche Taycan Turbo S Cross Turismo. We point this out because the rest of the car is largely the same Tesla-fighting high-performance electric four-door platform that bowed for the 2020 model year.
For several years now, Porsche has applied its Sport Turismo wagon treatment to versions of the Panamera four-door. A similar formula applies to the Cross Turismo variant of the recently introduced Taycan: new rear fenders, a longer roof, and, in the case of the Taycan, a new rear hatch in place of a trunk. Porsche has yet to release full details of the car, but it also features subtle moldings around its wheel arches and the standard air springs will likely provide a bit more ground clearance than the Taycan sedan. We’ve yet to drive a production model, but we did get a brief stint in a European-spec prototype, which was in California for photography ahead of its on-sale date this summer.

Porsche Taycan vs. Tesla Model S: The Test

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Porsche Confirms Taycan Cross Turismo Wagon

One of the legendary slices of road in Southern California is a chunk of Sunset Boulevard that runs from the 405 freeway east through Beverly Hills, alongside Bel Air, and down to the pink glamour of the Beverly Hills Hotel. It’s approximately the same route used to film the notorious Ferrari versus Porsche race in the 1984 film Against All Odds. And with traffic lightened by COVID-19 lockdowns, it was a good afternoon to be on that stretch of pavement.

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Porsche

Sunset Boulevard dips, banks, and generally feels perfect for the Taycan Turbo S. The car deftly manages its tonnage through sweeping corners. It squirts through traffic with instant electric torque, and the Taycan dominates the West Los Angeles zeitgeist by being both a badass Porsche and a virtuous electric. The addition of a fifth door does nothing to affect the Taycan Turbo S’s performance credentials. While the Turbo S’s drivetrain is just as quiet in the Cross Turismo as it is in the sedan, the open cargo area does seem to make the noise from the tires slightly more audible. But it will also offer far more space than the sedan’s 16-cubic-foot trunk.
We expect the Cross Turismo model to weigh just slightly more than the over-5000-pound Turbo S sedan. But any difference between how the two body types handle was undetectable on our short drive. The Taycan, unlike many other electrics, isn’t imbued with the type of strong regenerative braking when lifting off the throttle that allows for one-pedal operation. Porsche wanted the Taycan to feel much like its other models, which means using the brake pedal to engage the regen function and the very capable friction brakes.
The substance of the Turbo S model’s awesomeness centers on its two electric motors—one at the front axle and one just behind the rear axle. Filling the space between them is a tray holding 396 battery cells delivering electric current at 800 volts. In normal operation, that’s good for 616 horsepower, but activate the overboost feature with launch control engaged and the output briefly jumps to 750 horses. Torque is simply astonishing, with 774 pound-feet present in overboost from the moment the motors start turning. From our previous testing experience, the Taycan Turbo S sedan warps to 60 mph in 2.4 seconds and obliterates the quarter-mile in 10.5 seconds at 130 mph. A small reduction to the Turbo S sedan’s 192-mile EPA-rated range is expected.

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Porsche

Let us acknowledge here that there is no actual boost involved in any electric car, and that the Taycan’s Turbo S modifier stems from Porsche’s glorious internal-combustion past (and present). There are no turbochargers in the Taycan Turbo S. If that bothers you terribly, but you still want a low-slung Porsche with an adult-habitable back seat, migrate across the showroom to the Panamera lineup. Those come with actual turbos.
The catch with the Porsche Taycan Turbo S Cross Turismo has nothing to do with its substance and everything to do with its price. To take this brilliant machine home will surely require spending even more than the Turbo S sedan’s $186,350 entry fee. Plan on $200K or so if you indulge in Porsche’s seemingly endless list of options. That may not make the Taycan Turbo S a value proposition, but it is the best driving electric four-door you can currently buy. The big hole in the back of the Cross Turismo just makes it a little more versatile.
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From the December 2010 issue of Car and Driver.
Saab’s 11th-hour rescue at the hands of Spyker recalls one of our favorite stories of redemption. Although few would call GM’s stewardship of Saab “excellent,” it was certainly an adventure, and the parallels to the 1989 cinematic masterpiece Bill and Ted’s Excellent Adventure are strong. The heroes in both stories coasted for 20 years or so before being saved from the brink of disaster: Bill and Ted by a time-traveling rock groupie from 700 years in the future, Saab by an equally unlikely Dutch supercar maker. And forecasts for Saab’s future under Spyker are dubious—“Bogus Journey” may turn out to be as apt a descriptor for the follow-up to Saab’s GM interlude as it was for the Bill and Ted sequel. Spyker scooped up the gasping Saab for a $74-million song, plus $326 million in shares of the newly formed Saab Spyker Automobiles.

2011 Saab 9-5 Turbo Four Tested

Saab Spyker CEO Victor Muller says that, by 2012, the company will break even, with worldwide sales totaling just 85,000. Saab sold fewer than 18,000 cars in the U.S. in 2008, but its global sales total actually exceeded the magical 85,000 by roughly 10,000 units. And this was with mostly outdated and/or badge-engineered products. Prior to this 2011 model, the 9-5 had gone 13 years without a redesign—twice as long as most cars today.

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Saab

And then along comes this knockout. The taut styling invites long stares, and the aggressively tapered greenhouse and blacked-out pillars identify this as a Saab—the first in a while that doesn’t look like a ’90s model. Two trim levels ultimately will be available. The base model will be powered by a 220-hp, 2.0-liter turbocharged inline-four and will be offered with a choice of six-speed manual or automatic transmission and front- or all-wheel drive. For now, only  the uplevel Aero is available, powered by a turbocharged 2.8-liter V-6 that churns out 300 horsepower and 295 pound-feet of torque. This is paired exclusively with a six-speed auto and Saab’s XWD all-wheel drive.
Cool touches abound inside, neutralizing the sea of black plastic in which they swim: The IP needles are rendered in neon-slime green; the shifting-matrix air vents look likethey were inspired by the same ’80s music videos that Bill and Ted watched; and the start button is mounted in Saab’s traditional ignition-switch location on the center console. Nestled into the middle of the speedometer is a high-resolution display showing supplementary  vehicle, navigation, or audio information; a head-up display is optional. In a nod to Saab’s aeronautical past, the IP display can show speed in an altimeter-style scrolling readout that, combined with the traditional speedometer surrounding it and the head-up display, results in triplicate reporting of velocity and zero convenient alibis for the question, “Do you know how fast you were going?”

HIGHS: Bodacious bod, smart luxocar tech inside, seriously sticky cornering performance.

A chassis controller that Saab calls ­DriveSense is standard on Aero cars, optional on the upcoming 2.0T. It offers three positions: comfort, intelligent, and sport, with intelligent being the default. In sport mode, the steering gets heavier, the throttle and the shift mapping become more aggressive, and the shocks firm up. “Intelligent” is the same as “comfort,” but it mimics the sport mode’s shock and steering settings under hard cornering.
Even widely available gadgets and functions are executed here with an extra degree of thought. For example, Saab’s lane-departure warning chime is particularly shrill when the car drifts over a line, but it is programmed not to beep if it detects steering input. So, while most systems scold the driver for making unsignaled lane changes, the Saab does a better job of detecting the driver’s intentions and spares most of the nannying.

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JOHN ROE, THE MANUFACTURER

It’s comfortable inside, too. The fantastic bolstering of the front seats had some staffers suggesting that GM keep these thrones and install them in the Corvette. Firm bottom cushions keep them comfortable all day long. Those confined to the back seat will be pleased, too, as the Saab offers more space than the BMW 5-series and Mercedes-Benz E-class. Saab may not enjoy the cachet of those cars, but comfort doesn’t care.
What appears to be a haphazard scattering of  buttons across the center stack turns out to be highly intuitive, and specific functions are easy to locate. Most tasks are controlled via an eight-inch display, navigated either by poking the screen or twirling a knob below it. The menu structure is logical and the range of options offered is impressive, allowing drivers to tailor exactly what differs, for example, between DriveSense’s comfort and sport modes.

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JOHN ROE, THE MANUFACTURER

Although the 9-5 tested here is the top-of-the-line Aero model with a turbocharged 2.8-liter V-6, its speed is only middle-of-the-road. Zero to 60 in 6.3 seconds isn’t slow, but we expect a bit more from a 300-hp, $50K luxury car. This is the same engine we savaged for its nonlinear power delivery in our review of a Cadillac SRX [August 2010] and the same V-6 that Saab has been using for years. With the 9-5, we noted nowhere near the dissatisfaction we found with the SRX and attribute that to the Cadillac’s extra 400 pounds and resultant slower acceleration magnifying the fluctuations. However, this aging engine is far less linear than the latest direct-injection turbo mills.
Still, power builds so quickly that, in first gear, you need to grab the paddle to upshift by 5500 rpm if you don’t want to crash into the fuel cutoff at 6500. Turbo lag isn’t much of an issue—it’s just one continuous pull unless you’re slow on a shift and hit the redline. Then the drivetrain takes a second to collect itself, shift, and spool back up before you get full acceleration.

LOWS: Awfully expensive for a Buick LaCrosse, could use more power for the money.

The automatic has paddle shifters mounted to the back of the steering wheel, and in manual mode refuses to upshift until ordered to do so. There’s an attempt at mimicking rev-matched downshifts, but the result is obviously an automatic transmission falling down a gear.
The 9-5 rides on GM’s Epsilon II platform, architecture it shares with the Buick LaCrosse and Regal as well as assorted GM products. Up front, Aero models pack GM’s new-for-2010 “HiPer Strut” suspension, a sort of modified MacPherson strut that GM says better maintains negative camber under hard cornering (resulting in a more consistent contact patch) and also reduces torque steer; 2.0T models get conventional struts. Out back, both cars ride on a multilink arrangement. Our results are a testimony to the efficacy of the setup, as the 9-5 was utterly free of torque steer, although all-wheel drive tends to help minimize that, too. It stuck to the skidpad with 0.89 g, a number that matches the last 335i sedan we tested. Braking from 70 mph also approaches the 335i’s, taking 173 feet, just five feet more than the BMW. Saab’s XWD mitigates understeer in the front-heavy 9-5, though the nose still leads the way at the limit.

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Saab

The 9-5’s steering is heavier than the LaCrosse’s and weights up nicely as cornering forces build, but the wheel offers only slightly more feedback than the Buick’s. The car’s cornering ability, however, comes at the expense of ride. Even with DriveSense in comfort mode, the driver feels—and hears—a lot of movement from below. Rotate the knob to the sport setting, and the car’s body is tied even more directly to the road surface. Body movements are much more restrained, but surface imperfections send sharp jolts through the structure. Unless the asphalt is still steaming, it’s better to leave the car in comfort mode.
At the 2.0T model’s expected starting price of about $40,000, the 9-5 is a compelling luxury alternative. But an Aero version loaded up like the one tested here crests $50,000. That price nets a fully loaded 335i, a car that is pretty much perfect. Or, if you need the back-seat space, a comparo-champ Audi A6 3.0T.

THE VERDICT: Strange things are afoot in Trollhättan, and, for once, they are good.

Compared with the pedigreed European luxury marques, Saab is all but invisible to consumers who don’t think it’s already dead. Spyker’s first task is to proclaim to the masses that Saab is indeed destined to survive—and is about to do so with the marque’s best-looking frontman in a long time. While we can’t see the new 9-5 stealing many sales from the German elite, if Saab can keep that break-even point low, the handsome new sedan ought to divert enough sales from GM and other mid-luxury players to keep this new adventure from turning out to be way bogus.

Specifications

SPECIFICATIONS
2011 Saab 9-5 Aero XWD
VEHICLE TYPEfront-engine, 4-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED$52,360 (base price: $48,390)
ENGINE TYPEturbocharged and intercooled V-6, aluminum block and headsDisplacement170 in3, 2792 cm3Power300 hp @ 5500 rpmTorque295 lb-ft @ 2000 rpm
TRANSMISSION6-speed automatic with manumatic shifting
DIMENSIONSWheelbase: 111.7 inLength: 197.2 inWidth: 73.5 inHeight: 57.7 inCurb weight: 4265 lb
C/D TEST RESULTSZero to 60 mph: 6.3 secStreet start, 5-60 mph: 7.0 secTop gear, 30-50 mph: 3.6 secTop gear, 50-70 mph: 4.4 sec¼-mile: 14.9 sec @ 97 mphTop speed (governor limited): 158 mphBraking, 70-0 mph: 173 ftRoadholding, 300-ft-dia skidpad: 0.89 g
FUEL ECONOMYEPA city/highway driving: 16/27 mpgC/D observed: 17 mpg
c/d testing explained

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The 2021 Maserati Quattroporte Trofeo isn’t weird enough. It ought to be louder than a hyperactive calliope, styled using Dadaesque chaos theory, and have an interior designed for a lobster. The Quattroporte should be for lunatics, not people who just want a Lexus with garlic butter. Yes, the Quattroporte is Italian. But it needs to be really, really, deeply Italian. Like stupidly, insanely Italian.

2021 Ghibli, Quattroporte to Get Trofeo Trims

2020 Maserati Quattroporte Is Not Special Enough

The Trofeo is the high-performance version of the Quattroporte and sits in Maserati’s line alongside the smaller Ghibli Trofeo sedan and the Levante Trofeo SUV. At $148,085 to start, the 580-hp, twin-turbo V-8-powered Trofeo is at the top of three-model Quattroporte line. That’s two steps above the 424-horsepower, twin-turbo V-6 powered, rear-drive S model, and one step up from the $108,685 S Q4, which is the S but with all-wheel drive. The Trofeo is rear-drive only, making this the big, powerful, luxury four-door to buy if lurid burnouts are part of your commute.Keep in mind that the impressions reported here come from limited exposure to proctored laps run around Southern California’s Willow Springs International Raceway. More exposure to the Quattroporte Trofeo on actual streets is pending.
The Quattroporte name, Italian for four-door, goes back to 1963. The first Quattroporte was a zany looking, Frua-designed model that seemed untethered to convention or reason. The first Maserati with a V-8, it seemed to be cross-eyed and going six directions at once. Only 776 were built.

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Maserati

The second Quattroporte was a V-6-powered front-driver that shared its chassis with the Citroen SM and had an awkward and angular body from Bertone. The third generation reverted to rear drive and V-8 with a Giugiaro body. The fourth Quattroporte resorted to a sort of brutalist battleship design ethos. Imposing and massive, a case could be made that its famed supercar designer Marcello Gandini’s least beautiful design. The Pininfarina-designed fifth-gen returned some of the elegance of the early generations. The in-house design of the current Quattroporte debuted in 2013 as a 2014 model and is the least adventurous of the bunch.
While it may be the least adventurous, it’s the fastest of the predecessors. The 3.8-liter twin-turbo V-8 isn’t new, having been offered in the current Quattroporte since 2014. The engine is a version of the V-8 Ferrari installs in all the current Ferrari models. But while the current Ferrari versions displace 3.9 liters and use a flat-plane crank, the trident’s version has a shorter stroke and a traditional cross-plane crank. Yes, 580 horsepower is a lot of whinny, but the Maserati engine doesn’t have the same rev-happy personality of the Ferrari powerplants nor does it have the same brilliant contralto staccato voice. It feels, in a word, compromised.

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Maserati

Feeding back to ZF’s ubiquitous eight-speed automatic transmission, the Quattroporte Trofeo’s engine lacks the initial gut punch that comes from engines such as the twin-turbo 4.0-liter V-8s found in Audi’s S8, BMW’s latest M8 Gran Coupe, and the Mercedes-AMG S63. In the roughly 4750-pound Quattroporte, the acceleration lacks the stomach-flipping punch of the German offerings. Maserati claims a 4.2-second zero-to-to-mph mph time, but considering the 523-hp Quattroporte GTS we tested in 2015 did the deed in 4.1 seconds, the Trofeo should break into the high 3s.
As one of the few high-powered sedans that hasn’t yet adopted all-wheel drive, it’s easy to break the rear tires free under acceleration. At least it is when the drive mode is set in Corsa, which dials back the strictness of the traction- and stability-control systems. Corsa is also the correct setting for using launch control. Since this is a conventional automatic, you’re essentially brake torqueing—holding the brakes to raise the engine’s revs to the torque converter’s stall point—and not engaging the high-rpm clutch dump of a dual-clutch automatic. As it takes off from a stop, the Quattroporte wags its tail before biting and thrusting forward.

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Maserati

Maserati has updated all Quattroporte interiors for 2021 with a new 10.1-inch center screen and tweaked the rest with nice use of wood and well-shaped seats. And with its long 124.8-inch wheelbase, there’s a lot of room in front and back.On track, the big sedan turns in accurately and the handling is secure. It hustles around Willow Springs quite well considering its mission is primarily about luxury and not being a track star. Even so, if you’re into carving a canyon road in your big sedan, there are better choices.
Maserati would posit that it doesn’t need to be everything to all customers. BMW, Mercedes-Benz, and Audi can fight for the mass market. What Maserati needs to do is reorient itself for the connoisseur of the absurd, for the iconoclasts of the automotive world. The Quattroporte Trofeo is a quick luxury car, but it lacks presence, it lacks flair, it lacks the uniqueness and even goofiness of its forebears. Standing out is what a Maserati should do, the Quattroporte blends in too easily and never excites the senses. Maserati, it’s time to get weird.

Specifications

SPECIFICATIONS
2021 Maserati Quattroporte Trofeo
VEHICLE TYPEfront-engine, rear-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE$148,085
ENGINE TYPEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement232 in3, 3799 cm3Power580 hp @ 6750 rpmTorque538 lb-ft @ 2250 rpm
TRANSMISSION8-speed automatic
DIMENSIONSWheelbase: 124.8 inLength: 207.2 inWidth: 76.7 inHeight: 58.3 inTrunk volume: 19 ft3Curb weight (C/D est): 4750 lb
PERFORMANCE (C/D EST)60 mph: 3.9 sec100 mph: 9.2 sec1/4-mile: 12.2 secTop speed (mfr’s claim): 203 mph
EPA FUEL ECONOMY Combined/city/highway: 16/13/20 mpg

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The Infiniti Q60 Red Sport 400 AWD isn’t a great sports coupe. The great ones offer more engaging handling, better and more responsive steering, and even a manual gearbox. Those are all things we might get when the Q60’s cousin, the new Nissan Z, arrives later this year.

2021 Infiniti Q60 Starts at $42,675

Tested: 2017 Infiniti Q60 Red Sport 400

The current Q60 debuted in 2017, and we’ve always found it to be more on the luxury spectrum than the sports-car spectrum. It’s certainly not the newest or most compelling sports coupe in its ever-shrinking segment, but the Infiniti Q60 Red Sport 400’s engine still has what it takes to make us smile whenever one comes around.
The Red Sport 400 part of the name refers to the horsepower output of the twin-turbo 3.0-liter V-6 under the Q60’s hood. Power comes in at 400 horsepower and 350 pound-feet of torque. Base versions get a low-energy version of the engine with 300 horsepower. The new Z-car will employ a similar version of this twin-turbo powerplant, and that can’t come soon enough since the 3.7-liter V-6 in the current 370Z is long past its sell-by date. That Z is also expected to come with a standard six-speed manual transmission, whereas the Q60 buyer can only get a seven-speed automatic. Less likely to make it to the new Z is our test car’s ($2000) all-wheel-drive system. Like the standard Q60, the Z will be a rear-driver.

Infiniti

Winter weather prevented us from testing the 2021 car, but Infiniti hasn’t changed the Q60’s powertrain since we tested one in 2017. With all-wheel drive, a 400-hp Q60 posted a fleet 4.4-second run to 60 mph and a quarter-mile pass in 12.8 seconds at 111 mph. It’d likely be even quicker if the seven-speed automatic would shift faster.
Slow shifts or not, we did appreciate the growls from the Red Sport’s boosted V-6’s exhaust, particularly at lower engine speeds. Running it near the 7000-rpm redline, however, leads to some gruffness. We were impressed enough by the tones coming from the exhaust that we looked under the car and noticed it had a $718 dealer-installed performance exhaust system that wasn’t listed on its window sticker.

Infiniti

There were no such tweaks to the chassis. There’s nothing glaringly offensive here; it just all seems a bit dull and not in line with what you expect of a 400-hp coupe. Back in 2017, the Red Sport measured 0.88 g of lateral grip and stopped from 70 mph in 164-foot stop, numbers that would be good for a family sedan but are only fair for a sports coupe.In Michigan, dry pavement is a rarity in January, but the roads dried and we ran out to our 10Best driving loop to shake the Q60 down. On our favorite loop, the Infiniti lacked the joy and composure of competitors like the Audi S5. Even an A5 is more fun than the Q. Infiniti offers a Proactive package ($1700) that adds Direct Adaptive Steering (DAS), a steering-by-wire system that Infiniti has been playing with for years. We’ve never loved that system and the steering weirdness it creates, but even without it the Q60 still lacks the responsiveness we expect in a sports coupe.

Infiniti

Along with the thrust from the Red Sport’s engine, much of the Q60’s appeal lies in its shapely bodywork. Our test car’s $695 Slate Gray paint and $2280 carbon-fiber trim made it a head turner. It’s a shame the interior’s dated look doesn’t match the exterior. Infiniti’s stacked infotainment screens and the materials aren’t commensurate with our test car’s $65,703 as-tested price. Base versions start at $42,675, and that’s about where this interior plays.
The list of cars you could buy instead of this Q60 Red Sport 400 is long and includes the Audi S5, BMW M440i xDrive, and Mercedes-AMG C43 4Matic coupe. All of those choices offer more refinement and are more engaging and enjoyable to drive than the Q60. A Lexus RC350 F-Sport comes closest to the Q60 Red Sport’s mien, but while the Lexus two-door can’t match the Red Sport 400’s power and acceleration, it does cost significantly less. In fact, moving up to the V-8 powered 471-hp RC-F requires a mere $1297 more than the as-tested price of our Q60. The RC-F and the Q60 Red Sport 400 aren’t even in the same league. While we’re looking forward to a Z-car with the Q60’s strong twin-turbo engine, even with 400 horsepower the Q60 Red Sport 400 itself isn’t a compelling choice.

Specifications

SPECIFICATIONS
2021 Infiniti Q60 Red Sport
VEHICLE TYPEfront-engine, rear- or all-wheel-drive, 4-passenger, 2-door coupe
BASE PRICE$59,125
ENGINE TYPEtwin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement: 183 in3, 2997 cm3Power: 400 hp @ 6400 rpmTorque: 350 lb-ft @ 1600 rpm
TRANSMISSION7-speed automatic
DIMENSIONSWheelbase: 112.2 inLength: 184.4 inWidth: 72.8 inHeight: 54.5–54.9 inPassenger volume: 85–86 ft3Trunk volume: 9 ft3Curb weight (C/D est): 3900–4050 lb
PERFORMANCE (C/D EST) 60 mph: 4.4­ sec100 mph: 10.5 sec1/4-mile: 12.8 secTop speed: 150 mph
EPA FUEL ECONOMY Combined/city/highway: 21–22/19–20/26–27 mpg
c/d testing explained

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From the July 1998 issue of Car and Driver.
For Mercedes-Benz’s C43 AMG intro, downpours in Phoenix and snows up in Arizona’s Tonto National Forest slicken the roads as if on Satan’s command. No luck, Lucifer—the C43 is slicker than you are. This tidy V-8-powered, AMG-altered four-door is Mercedes’s smallest sedan, but it’s second only to the S600 in quickness.
[editoriallinks id=’8c1fd21b-ebe9-44fa-b793-c81059ddd260′ align=’left’][/editoriallinks]
AMG is the preeminent modifier of Mercedes-Benzes. Remember the AMG Hammer tested in our December 1986 issue? The Hammer was the world’s greatest sports sedan—a Mercedes E-class bod stoked by a 5.5-liter V-8 wearing AMG twin-cam 32-valve heads. It put out 355 horsepower, did the zero-to-60 rush in 5.0 seconds, and ran 178 mph flat out. Of course, it cost—Hammers sold for as much as $160,000 in the United States, while stock Mercedes 300Es went for around $40,000.
More-recent AMG projects have been less wild, more affordable, and available for sale at Mercedes-Benz dealerships with the blessing of a full factory warranty. The Mercedes-Benz C36 got the ball rolling in 1995. This fat-tired and bespoilered C-class mini-hammer had a heavily breathed-on straight-six that made 268 horsepower—74 more than in a stock C280. In 1997, the price paid for that performance premium was $17,847 ($53,842 total).
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This year AMG has pounded the C-class engine room full of V-8 vroom. The “donor” engine in this case is Benz’s newly introduced SOHC 24-valve 4.3-liter twin-spark V-8, a modular cousin of the 2.8-liter V-6 that now powers the stock C280. Some specifics: pressure-cast aluminum block; aluminum oil pan and pistons; hollow forged­-steel rods; and dual-resonance, power-broadening intake runners. As fitted to the stock E430, this engine makes 275 horsepower at 5750 rpm, and 295 pound-­feet from 3000 to 4000 rpm. (The 4.3 will also appear in an ML430 sport-ute and a CLK430 supercoupe.)
[pullquote align=’center’]HIGHS: Beautiful, exquisitely supportive seats; V-8’s great engine note; lunge of on-cam power; fabulous sound system.[/pullquote]
AMG slapped on a higher­ pressure oil pump and oil jets to cool the bottoms of the pistons, a new twin-tube air-cleaner assembly to reduce restriction, and a modified magnesium intake manifold that is ported to improve airflow. Stiffer valve springs have been fitted, and the cast camshafts are replaced with modular ones that provide a bit more overlap. These modest tweaks improve high-­rpm output, raising the peak numbers to 302 horsepower at 5850 rpm and 302 pound-feet from 3250 to 5000 revs. The V-8 even boasts squeaky-clean exhaust emissions. To wit: M-B claims the engine performs at Ultra Low­ Emission Vehicle levels. The price premium is $18,564 more than a standard C280, or $54,559.
As with the C36 and every vehicle Mercedes sells in the U.S., a five-speed automatic is the only transmission. This unit, borrowed from the SL500, “learns” a driver’s style and adapts the C43’s shift characteristics.
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Our style consisted primarily of sledging this hammer around, foot to floorboard. The C43 AMG rewards this type of behavior with a mellifluous yet malevolent V-8 burble and right-respectable accelerative g-force. Our instruments measured 6.1 seconds to 60 mph and 14.7 seconds through the quarter-mile at 98 mph. Terminal velocity: 151 mph, drag limited. The C36, which had a poorer power-to-­weight ratio and taller gearing, managed to hit 60 mph in 6.0 seconds, and ran the quarter in 14.6 at 97 mph. It also hit its governor at 152 mph. Our test car fell shy of Mercedes’ own (typically conservative) 5.9-second zero-to-60 time and 155-mph governed top speed, which suggests that our mini-hammer might not have been wielding its full wallop. Even making full power, the C43 will lose drag races to its Bavarian rivals because they come armed with manual gearboxes. They’re the similarly sized but $14,000-cheaper BMW M3, or the larger but similarly priced 540i (either of which can rip to 60 mph in 5.5 seconds and blast through the quarter in 14.0 and 14.1 seconds, respectively).
Still, some say there’s more to life than drag-stripping. For the C43, Mercedes modifies the C280 Sport suspension by adding higher-rate springs front and rear, and stiffer Bilstein gas-pressure “degressive-action” shocks (stiffest at first, then softer) with two-part piston and integral tension springs. Mercedes says they control body motions better than ordinary progressive-action (ever-increasing stiffness) layouts. Indeed, the C43 delivers precise ride control and handling without kidney-­crushing harshness. The aluminum V-8 is more compact and 44 pounds lighter than the C36’s iron-block inline six and those attributes improve handling.
[pullquote align=’center’]LOWS: Price per pound of beef; power-sapping slush­box transmission. [/pullquote]
The C43’s wheels are 17-inchers, 7.5 inches wide in front, 8.5 wide in back, mounted with Michelin Pilot SX tires, 225/45ZR-17s and 245/40ZR-17s—all stuffed inside subtly widened fenders. Huge internally ventilated, four-wheel disc brakes—13.1-inch fronts, 11.8-inch rear, all with floating discs and two-piston floating calipers for cooling—come from an AMG racing setup. They deliver such stopping power and fade resistance that all-out braking levitates you forward against the shoulder harness.
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Subtly trimmed with modest spoilers and side skirts, the C43 performance flagship is a hot shot. It boasts an artful chassis—fine steering up front, plentiful power exiting at the rear for sporting balance. A pip to drive, it levers the power against the tail’s stability—give some, take some. Moisture on the macadam let you feel “automatic slip regulation” at work. ASR serves as traction control and as an electronic limited-slip differential. An “electronic stability program” works to sustain directional poise by selectively braking one wheel if your path wavers. Prefer less techno interference? Just cancel it by poking two dash buttons.
Right away we feel enough “techspertise” in C43s to go scything along a writhing, weather-lashed Arizona byway so slithery it oughta squirt us off like watermelon seeds. The C43’s front buckets feature pneumatically adjustable lumbar and thigh supports, plus torso-bolstering “wings” to hold both the driver and passenger in place during force-seven floggings. Wondrously adjustable works of art, they’re as supportive as you’ll find.
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The C43 doesn’t seem to have any direct rivals. Over at BMW, $56,512 buys the phenomenal 540i six-speed, the closest thing in the U.S. to an M5. (The real M5 is about to go on sale in Europe and will cost more, competing directly with the forthcoming Mercedes-Benz E55 AMG.) An M3 provides closer competition in terms of size, but costs $14,000 less and proves equally involving to drive.
[pullquote align=’center’]THE VERDICT: A runner and a gunner but outgunned by BMW’s manually shifted supersedans.[/pullquote]
Given a $56,000 wad of cash to blow on an exclusive sports sedan, our logical, rational side would probably steer us into the BMW store for that 540i. It’s faster, roomier, and handles about as well as the C43. But our illogical, romantic inner child might pester us into snatching up one of the 1500 C43 AMGs Mercedes plans to import during the next three years, just to listen to its urgent wail, to revel in its quick reflexes, and to play in those multi­-adjustable seats. This one is for fun.
Counterpoint
If Mercedes is trying to one-up the performance boys at BMW, it had better head to the parts bin for a manual gearbox. In zero to 60, zero to 100, and the quarter-mile, this C43 outruns the BMW M3 automatic, but gets creamed by the M3 manual. For $54,559, you should get perfection—and it would be perfect with a stick. This is one time that it’s not hyperbole to say that in hard acceleration you can actually feel your back being pressed into the seat. The engine’s sound is simply thrilling. Despite this arsenal of V-8 firepower, the car sticks hard and handles like a dream. The only worry an owner will ever have is the prospect of a passenger’s staining the gray upholstery. —Steve Spence
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In November 1994, the C/D editorial staff drew up an automotive wish list. Any car, any price, drive it daily for five years. My choice: the Mercedes 500E, a stealthy, stoic sedan with supercar grunt. This C43 AMG might be my pick today, although I’d hope for a livelier example than our test car. With five gear ratios instead of four, and a better power-to-weight ratio than the lusty 500E has, the C43 should have been quicker and faster. Nevertheless, its wild-‘n’-woolly exhaust note, quick reflexes, and tight grip on the road push all the same buttons that the 500E did. Of course, if I wait another year, I could have the E55 AMG—the true 500E successor. —Frank Markus
A limited-production hot rod like this one should be right up my gasoline alley, but I’m having trouble getting fired up about the C43. Issuing it with an automatic gearbox only is hard enough to swallow. Its slamming gearshifts and spasmodic throttle response, though, make smooth, spirited driving virtually hopeless. Sure, the C43’s a lightning bolt in a straight line, but I can’t imagine that stoplight drags were this car’s intended mission. I don’t want to discourage carmakers from climbing out on a limb to satisfy enthusiasts, but at this price, Mercedes should have done much better. —Don Schroeder
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Today, every Maserati comes with a built-in leap of faith. The 2021 Ghibli Trofeo shortens the distance of the jump and makes the risk very worthwhile.
Maserati has enjoyed a spectacular history since 1914. Juan Manuel Fangio drove Maseratis to Formula One Drivers’ Championships in both 1954 and 1957, and Wilbur Shaw won the 1939 and 1940 Indianapolis 500 in one. There are great cars throughout Maserati’s past, and it deserves the reverence that its name commands. And yet for every high point in Maserati history, there’s been a mighty dip.Italian for trophy, the Trofeo name is being affixed to the Ghibli and Quattroporte for the first time. The name returns to mark a super-premium brand above mere regular Maseratis. It plays the same role as M at BMW, AMG at Mercedes-Benz, Blackwing at Cadillac, or Kirkland Signature at Costco. Currently, the Trofeo is applied to all three Maserati models—the mid-size Ghibli, the somewhat-larger Quattroporte four-door sedans, and the Levante SUV. The two-door GranTurismo and GranTurismo convertible models ended their run last year.

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Maserati

To achieve Trofeo status, the Ghibli receives a Ferrari-derived twin-turbocharged 3.8-liter V-8 with 580 horsepower and 538 pound-feet of torque. In the context of modern turbocharged V-8s, however, that’s modest grunt. The 603-hp twin-turbo 4.0-liter V-8 in the Mercedes-AMG E63 S, for instance, knocks out 627 pound-feet, and the 591-hp twin-turbo 4.0-liter V-8 in the Audi RS7 wallops with 590 pound-feet.
While the Maserati’s engine can’t quite measure up to those two, the Maserati sends its power to two wheels, not four. To make the most of the available traction, Maserati employs a launch-control system that works with the excellent ZF eight-speed automatic transmission. To activate it, point the steering straight ahead and select the Corsa driving mode. If you’re lacking in calcium and your femurs shatter holding down the brake and accelerator, that’s on you. Release the brake, and the car races forward.

2021 Maserati Lineup Receives Visual Updates

Maserati Ghibli, Quattroporte to Get Trofeo Trims

Maserati claims the sprint to 60 mph requires 4.0 seconds. Both Germans are much quicker. Unlike its all-wheel-drive competition, the Ghibli Trofeo launch control allows some wheel spin, and the launch isn’t the gut punch you’d expect from this power level. Before the acceleration begins in earnest, there’s a slight yaw in the tail as the tires hunt for traction and the mechanical limited-slip differential figures out where to send the torque. There’s no hard slam of thrust but a sensation of the car working to find its footing. Keep going, and the Ghibli Trofeo will hit 203 mph, according to Maserati. That’s right there with the claims for the Charger Hellcat Redeye. Now that’s a consumer-relevant comparison that needs to happen.

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Maserati

Maserati limited our exposure to the Ghibli Trofeo to the high-desert Willow Springs Raceway outside of Los Angeles. On the big track at Willow, the Ghibli Trofeo proved adept and easy to plant at the apex of each corner. These weren’t qualifying laps. Despite the 21-inch wheels wrapped in Pirelli P Zero PZ4s, the Ghibli is a luxury car first and a sports sedan second. At a tepid pace, the suspension deals with Willow’s sometimes ragged surface without complaint. In the most radical Corsa mode, the stability control loosens its grip and makes it easier to get in trouble. Not easy, but easier. The thrust out of corners is short of the insane charge of the other sedans in this class. On the road, the Ghibli Trofeo will likely feel incredibly quick.
The Ghibli’s 118.0-inch wheelbase is 2.3 inches longer than that of a Mercedes-AMG E63 S, but the Maserati’s 195.7-inch overall length is 0.7 inch shorter than the German’s. It’s subtle, but those proportions and a taut skin-stretched-over-muscle appearance give the Ghibli a look that the rest of the class lacks. Maserati isn’t shy about adding swoops and flourishes that add to the aggressive countenance. For 2021, a restyled grille and new “boomerang” taillights add some zip to a design that was dang zippy when it first appeared back in 2013. To distinguish the Trofeo, there are some carbon-fiber pieces (because that’s what sporty sedans in the 2020s get) and a few red accents to announce the presence of the studly V-8 under the hood.
Inside, there’s a new larger 10.1-inch touchscreen for controlling everything, including Android Auto and Apple CarPlay. The seats are comfortable, the console-mounted shifter is precise, and there are big paddles behind the steering wheel for satisfyingly quick shifts. Never on the cutting edge, the interior has a certain old-school charm now—analog gauges in an era obsessed with digital displays. It’s possible that in a few years the Maserati will look less dated than the current electronic fashion.

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Maserati

The very best thing about the Ghibli Trofeo is that it isn’t an Audi, BMW, Mercedes, or even a Dodge Charger Hellcat. It might not be as quick as its competition, but it’s just as fiery. The Ghibli Trofeo is compelling because it sounds and looks different, and that makes it a unique proposition for an iconoclast. Just make sure you’re ready to part with the $115,085 that Maserati wants to help you stand out. That’s an eye-watering $41,400 more than the least-expensive Ghibli.
Maserati’s history of ups and downs carry through to the massive depreciation suffered by its latest cars. Getting the most from the Ghibli Trofeo requires appreciating the allure of the marque’s history and finding it in the current car’s details and design. Be ready, however, for a big depreciation hit. That part is still a leap of faith.

Specifications

SPECIFICATIONS
2021 Maserati Ghibli Trofeo
VEHICLE TYPEfront-engine, rear-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE$115,085
ENGINE TYPEtwin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement232 in3, 3799 cm3Power580 hp @ 6750 rpmTorque538 lb-ft @ 2250 rpm
TRANSMISSION8-speed automatic
DIMENSIONSWheelbase: 118.0 inLength: 195.7 inWidth: 76.6 inHeight: 57.5 inTrunk volume: 18 ft3Curb weight (C/D est): 4700 lb
PERFORMANCE (C/D EST)60 mph: 3.7 sec100 mph: 8.9 sec1/4-mile: 11.9 secTop speed (mfr’s claim): 203 mph
EPA FUEL ECONOMYCombined/city/highway: 16/13/20 mpg 

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A quick canyon run in the 2021 911 Turbo is like going for a jog with a greyhound. Only one of you will be working at your limit. We’d call it surgically precise, but anyone still using the scalpel metaphor to describe the Turbo deserves to be shanked with one, not just for unimaginative wordplay but because a regular old steel knife doesn’t describe the micron-precise character of a 992 Turbo. You need something sharper. Something diamond tipped or obsidian. This car moves like laser light. It can slice atoms. It launches so hard to 60 mph you might only have 2.4 seconds to swallow your tongue.

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Porsche

It’s not raw horsepower that gives the 911 Turbo its surgical speed, although its twin-turbo 3.7-liter flat-six engine—now making 572 horsepower—is hardly lacking. What’s more impressive is that those horses are sturdy beasts with a low, wide stance and a stable temperament. You can’t startle them, and although you might be able to get a squeal out of the Pirelli tires, it’s more of a war cry than a call for help. It takes a lot of tech to train ponies, and the 911 Turbo is a combination of mechanical and electronic brilliance. The front track width of the 2021 911 Turbo is actually slightly narrower than that of the standard Carrera, but the rear is nearly two inches wider. It’s 0.4 inch wider than the previous Turbo. Anchoring that extended track are big tires staggered to almost hot-rod levels, with 255/35R-20-inch rubber on standard 9.0-inch-wide wheels in the front and 315/30R-21s on 11.5-inch wheels in the back. Those big wheels turn like skinnies thanks to a retuned steering setup. Even the back tires are there to help by adding rear-axle steering to your all-wheel-drive slice and dice. Then, of course, there are the brakes, 16.1-inch full moons that will bring you down from triple digits as reliably as a concrete wall—and with much less damage. Shifts in the eight-speed transmission happen quicker than you can think of how you’d rather have a manual, and once you lower the whole thing down by 0.4 inches with the optional Porsche Active Suspension Management (PASM) system, you’re pretty much racetrack-ready. If our fractional-inch breakdown doesn’t give you the proper thrill, think of it this way: Taking the 911 Turbo around corners feels like someone has pulled the road straight in front of you. It’s genuinely surprising to look in the rearview mirror and see that it was winding.

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Porsche

2021 Porsche 911 Turbo S at Lightning Lap 2021

Porsche 911 Turbo S Offers Performance and Persona

Porsche 911 Turbo S Cabriolet: Fast Headroom

But all of this is what we expect from the 911 Turbo. A car that starts at $172,150 and can get to $200,000 almost as quickly as it can reach its 199-mph top speed ought to be a capable road-carver. It also should be a standout when it’s standing still. From outside, the Turbo shares most of the speedy jellybean looks of all 911s, but a walkaround shows that every inlet is just a smidge bigger, there’s an extendable front spoiler, and in the back it’s all ducktail and ducting, with a rear wing above the taillight bar and large air intakes in the rear fenders. In order to sound as tough as it looks, our test car came with the sport exhaust (a $3490 option), which changes the exhaust tips from the standard rectangular shape to ovals and gives the 911 an irritable snarl, sure to separate your car-loving neighbors from those who like to sleep in.
Where the Turbo really earns its badges—a $310 option available in a variety of colors if you want them—is between high-speed sprints. The Turbo’s cabin isn’t just an acceptable place to spend a day. It’s a pleasure, a cocoon that hugs you gently, yet still offers enough room between you and a passenger for each person to maintain a sense of individual self. Back seats, as expected in any 911, are better suited to a picnic basket than picnickers, but you could shove a small pal back there in a transportation emergency.

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Porsche

In advance of track testing, we gave our 911 a street test, taking it on a scavenger hunt in search of “muffler men,” those roadside-attraction fiberglass giants built in the 1960s to advertise tire shops and transmission swaps. Exact locations of road-trip oddities can be difficult to pin down, so it made for a good challenge of the 911’s map display, outward visibility, and last-minute turning radius. “Over there, I see one!” shouted my passenger, prompting a hard brake application and sudden U-turn, both of which the Turbo handled as casually as it would a turn into a driveway. Speaking of turning into driveways—often an Achilles’ heel of sports cars—steep entries and unexpected speedbumps don’t bother the 911. Even without using the optional nose lift, we were able to navigate curb cuts and skim a gravel parking lot as we hunted down L.A.’s plastic colossi. If we decide to revisit a particularly difficult entrance, the GPS coordinates of any spot can be saved and will automatically lift the car on approach.
The 911 Turbo’s everyday ease paired with arrest-me-now performance is what makes this car worth big bucks. It’s good at everything, making it not a surgeon’s scalpel after all but a handy, handsome, Swiss Army knife.

Specifications

Specifications
2021 Porsche 911 Turbo
VEHICLE TYPE rear-engine, all-wheel-drive, 2+2-passenger, 2-door coupe
BASE PRICE $172,150
ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injectionDisplacement 229 in3, 3746 cm3Power 572 hp @ 6500 rpmTorque 553 lb-ft @ 2250 rpm
TRANSMISSION 8-speed dual-clutch automatic
DIMENSIONS Wheelbase: 96.5 inLength: 178.5 inWidth: 74.8 inHeight: 50.9–51.3 inPassenger volume: 74 ft3Cargo volume: 5 ft3Curb weight (C/D est): 3650 lb
PERFORMANCE (C/D EST) 60 mph: 2.4 sec100 mph: 5.6 sec1/4 mile: 10.5 secTop speed: 199 mph
EPA FUEL ECONOMY Combined/city/highway: 17/15/20 mpg

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