Car Reviews

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Andi HedrickCar and Driver

The ophthalmologist’s assistant, masked for COVID-19 protection, handed my repaired glasses through the driver’s-side window of the Kia Forte GT and stepped back to take in the white compact sedan. “I’m looking to buy a new car, something sporty,” she said, shaking her head in approval. “What is this?”

2020 Kia Forte GT Has 201 HP, Performance Tweaks

The 2020 Kia Forte GT-Line Is All Show and No Go

It’s easy to see why it took her but one glance to pick up on the Forte GT’s vibe. With its blacked-out trim and aggressive front end, low-profile Michelin Pilot Sport 4 summer tires wrapped around racy 18-inch alloy wheels, and subtle rear deck spoiler that looks borrowed from a BMW M2, the GT comes across as purposeful and, yes, sporty. The GT’s appearance does not bring to mind a SpaceX rocket or an IMSA race car. Rather, it’s a more conservative, classic look, one that you’ll find on two other well-known, front-wheel-drive sports sedans: the Honda Civic Si and Volkswagen Jetta GLI—which are, in fact, the Forte GT’s direct competitors.

HIGHS: Sports-sedan looks, well-appointed and equipped, a strong value.

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Andi HedrickCar and Driver

The GT was added to the Forte lineup for the 2020 model year. Fitted with the same 201-hp turbocharged 1.6-liter four-cylinder engine found in many Hyundai and Kia products, plus a six-speed manual transmission and a firmer suspension, the Forte GT’s spec sheet lines up well against the 205-hp Honda and the 228-hp VW. Kia even went to the trouble of swapping the Forte’s standard torsion-beam rear axle for a more sophisticated multilink setup to improve the GT’s handling. We’ll soon toss it into a face-off against the GLI and Si in a comparison test to see how well these changes work.
It will enter that competition with at least one great strength: value. The GT is similarly equipped to both the Honda and VW, but its base price undercuts the former by $1580 and the latter by $2615. You do have to pony up an extra $200 for our test car’s 225/40R-18 Michelin Pilot Sport 4s—summer rubber is also $200 on the Si but included at no cost on the GLI—but the rest of the GT’s gear is standard.

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Andi HedrickCar and Driver

The treatment starts with an interior that’s dressed in more soft surfaces and less hard plastic than you’d expect in a hot-rodded economy sedan. The front buckets are good looking, deeply pocketed, and covered in grippy fabric and leatherette. The steering wheel is an appropriately sporty, leather-covered flat-bottom design. An analog tach and speedo housed in round white-on-black gauges stare back at you. Above your head is a power moonroof, and the premium audio system is from Harman/Kardon. Our example did have one other option, Snow White Pearl paint ($295), plus a few accessory add-ons such as a cargo mat and net and wheel locks but still came in at just $25,090. If you’d prefer your GT with a paddle-shifted seven-speed dual-clutch automatic, it’ll reduce the bottom line by $600.

LOWS: Fun ebbs as speed climbs, reedy engine sound at higher revs, looks promise more than the chassis and powertrain can deliver.

Our initial impression of the GT is that it delivers much of the sportiness that its looks promise—to a point. Its test-track results overlap that of its main competition, with a zero-to-60-mph time of 6.7 seconds, skidpad grip of 0.93 g, and a 157-foot stop from 70 mph. That’s enough to keep this Kia interesting in most daily driving situations. And although we averaged a reasonable 27 mpg in our regular, spirited driving cycle, the GT’s 37-mpg return on our 75-mph highway fuel-economy test is a whopping 5 mpg better than its EPA estimate.

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Andi HedrickCar and Driver

But fun behind the wheel is about more than just numbers. It’s about the feel and confidence that the car imparts through its primary controls, the sounds that its engine makes, and the connection between the driver’s inputs and the car’s responses. Driven briskly, the GT feels lively and athletic. The clutch pedal is light and easy to modulate, and the shifter moves through its gates with little effort. The GT’s steering is accurate, its brakes reasonably responsive, and its ride motions clipped but not overly harsh. Through the first half of the tachometer’s sweep, the exhaust snarls distantly.
Press the Forte GT hard, though, and its composure unravels. Steering feel evaporates. Storming out of tight second-gear bends demands a delicate touch on the throttle lest the inside front tire spins and howls futilely. Slashing around an off-ramp brings subtle interference from the stability-control system even if you’ve turned it off. The chassis loses the crisp edge and taut body control it has in less-aggressive driving. The exhaust’s pleasant snort morphs into a generic four-cylinder thrum as the 1.6-liter’s revs climb above 4500 rpm.

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Andi HedrickCar and Driver

This is the low-percentage end of the driving spectrum to be sure, but the best cars in this segment happily hang out there. They have the chops to stay collected, confident, and playful right up to the point where the grip runs out and the tach needle hits the red zone. The Forte GT is almost there but not quite.
Which is not to say the Forte GT fails as a compact sports sedan. It looks the part, has adequate room inside, and is engaging to drive. Factor in an impressive roster of standard equipment that helps make it a terrific value, and it’s got a lot to offer buyers searching for a sporty economy car. It’s just not quite talented enough to win us over.

Specifications

Specifications
2020 Kia Forte GT
VEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED $25,090 (base price: $24,055)
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 97 in3, 1591 cm3Power 201 hp @ 6000 rpmTorque 195 lb-ft @ 1500 rpm
TRANSMISSION 6-speed manual
CHASSIS Suspension (F/R): struts/multilinkBrakes (F/R): 12.0-in vented disc/10.3-in discTires: : Michelin Pilot Sport 4, 225/40R-18 (92Y)
DIMENSIONS Wheelbase: 106.3 inLength: 182.7 inWidth: 70.9 inHeight: 56.5 inPassenger volume: 96 ft3Trunk volume: 15 ft3Curb weight: 3019 lb
C/D TEST RESULTS 60 mph: 6.7 sec100 mph: 16.2 sec120 mph: 25.9 secRolling start, 5–60 mph: 7.2 secTop gear, 30–50 mph: 7.7 secTop gear, 50–70 mph: 6.9 sec1/4 mile: 15.0 sec @ 96 mphBraking, 70–0 mph: 157 ftBraking, 100–0 mph: 324 ftRoadholding, 300-ft-dia skidpad: 0.93 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 27 mpg75-mph highway driving: 37 mpgHighway range: 510 miles
EPA FUEL ECONOMY Combined/city/highway: 28/25/32 mpg

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Recent rains have changed the trail. Runoff from the nearby peaks combined with gusty winds have increased the severity of the terrain since the last time we drove a truck through here. The ruts are larger, the sandy sections are deeper, and new rocks, some the size of beanbag chairs, have found their way into our path. As Mike Tyson said, “Everybody has a plan until they get punched in the mouth,” and the Mojave Desert just landed an uppercut.
If we were driving a standard-issue 2020 Ford Ranger with the FX4 off-road package, we’d undoubtedly spit some blood on the canvas and grow a set of wings. But this Ranger is fitted with the Level 3 Off-Road package, which not only increases its ground clearance but adds power, a set of 32-inch BFGoodrich All-Terrain T/A KO2 tires, and a front-end battering ram, which Ford prefers to call a powder-coated steel front bumper. Until Ford decides to sell the Ranger Raptor in the United States and really take on the Chevrolet Colorado ZR2, Toyota Tacoma TRD Pro, and Jeep Gladiator Mojave, this is as off-road capable as its mid-size Ford pickup gets.

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Jessica Lynn WalkerCar and Driver

Dirty Looks: Ranger Level 1 Off-Road Package

Ford Ranger Gets Badass Off-Road Packages

This is a sequel of sorts. A few weeks ago, we reviewed the 2020 Ford Ranger Level 1, which is available now, along with the also cleverly named Level 2 Off Road package. Ford says the Level 3 package will be available next summer and will include everything you get in the Level 1 and 2 packages (essentially, the lift and extra power) plus a winch-capable bumper supplied by ARB, a Ford Performance chase rack that bolts to the top of the bed, a Rigid 40-inch LED lightbar, and a Ford Performance exhaust. The additional hardware not only adds function but also greatly increases the pickup’s intimidation factor. Sedan drivers skedaddle like frightened children when this Ranger fills their mirrors.
All three packages include suspension hardware that lifts the Ranger’s front end by about two inches, leveling off its stance and increasing ground clearance. New stiffer-than-FX4 front springs are paired with Fox Racing dampers. But don’t confuse these 2.0-inch monotube dampers with the beefier units fitted to the F-150 Raptor, Ranger Raptor, Toyota Tacoma TRD Pro, or the Jeep Gladiator Mojave. Those 2.5-inchers feature an internal bypass and remote reservoirs for even more control. Level 2 and 3 Rangers also include a butch set of dark-gray wheels shod with knobby BFGs that measure 265/70R-17. Up front, ground clearance improves to 11.8 inches, and rear clearance climbs from 8.9 inches to 9.8.

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Jessica Lynn WalkerCar and Driver

Mark Wilson, Ford’s vehicle personalization manager, is quick to point out that the shock tuning is the work of Ford Performance, not Fox. It isn’t exactly their best work. The ride is firm on the highway and over most trails, and the rear suspension, which retains its factory leaf springs, kicks you up out of the seat. Big shots and landings are handled well, but it doesn’t soak up the terrain as much as beat it into submission, bludgeoning you and your passengers along the way. Basically, it’s bouncy and doesn’t deliver the supple ride of a Raptor.
You can pound your way through high-speed fire roads at a respectable 30-35 mph, but the Ranger’s aging chassis and cab structure, which date to 2011, quiver like they’ve been put in a paint shaker. Over rough, whooped-up sections, your pace is limited to just 10 mph as the front end pogos violently. Any faster and you risk damage as it begins to crash down on its bump stops.

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Jessica Lynn WalkerCar and Driver

The modded Ranger is a capable climber, though. Even with the transfer case in two-wheel drive, you can lock the rear end and make your way up grades that would require four-wheel drive in some other trucks. Although its wheel travel and suspension articulation lag most of its rivals, that locking rear differential (part of the FX4 package) and additional ground clearance save its bacon. Compared to a stock Ranger, the Level 3’s approach angle improves from 28.7 degrees to 34.8 degrees—improving on the Ranger Raptor’s 32.5 degrees—and its breakover angle goes from 21.5 degrees to a very respectable 23.8 degrees, besting the Jeep Gladiator Rubicon on that metric. Although it’s still without a locking front differential, which is standard on a Colorado ZR2 and Gladiator Rubicon, Level 3 scrambles its way up almost any hill when you drop it into low-range four-wheel drive.
While the Ranger’s terrain-management system lacks a dedicated rock-crawling mode (oddly, it includes one for grass), that bulldog front bumper radically improves its ability to navigate a rock garden. Fabricated from 0.2-inch plate, it only adds about 20 pounds to the nose of the truck, and its angled corners help expose the front tires so they can climb up and over large obstacles.

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Jessica Lynn WalkerCar and Driver

Be careful, though: The skid plate beneath that bumper is weak sauce compared to the thick aluminum piece Toyota bolts to the front of a Tacoma TRD Pro. The thin steel plate does cover most of the Ford’s front end, and there’s another that protects the transfer case, but the rear differential is naked and vulnerable. We scraped it on rocks and dragged it along the ground more than once without issue, but regular trail runners will want some aftermarket armor. We also skillfully dinged up those Dyno Gray wheels. Their angled spokes look great, but they protrude proud of the tire sidewall and easily kiss rocks. Alloy grinding over granite is not a pleasant sound.
When we hit a sandy wash, however, the upgraded Ranger felt most at home. The ride is rough here as well, but the Ranger is agile, its quick steering facilitating easy control of high-speed slides. The Level 2 and Level 3 packages also recalibrate the pickup’s turbocharged 2.3-liter inline-four, increasing boost from 19.5 psi to 24.2 psi and horsepower from 270 to 315. Torque climbs from 310 pound-feet to 370. What’s more, the usable power is moved lower in the rpm range, with the EcoBoost’s power peak arriving 1000 rpm sooner and its torque peak 500 rpm lower. You will need to use premium fuel, 91 octane or higher, to unlock that extra boost.

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Jessica Lynn WalkerCar and Driver

There’s still some turbo lag off idle, which is most noticeable in the slowest crawling maneuvers. In the paved world, the 2.3-liter always supplies enough thrust and the 10-speed transmission is ready with the right gear, especially in Sport mode, which holds lower ratios longer. The exhaust system isn’t going to win any Grammys, but it doesn’t drone on the highway like Toyota’s TRD system.
The last Ranger four-by-four we tested hit 60 mph in 6.5 seconds and covered the quarter-mile in 15.0 seconds. This truck should come close to matching those numbers. Ford says fuel economy also shouldn’t be affected. “I had less than a 0.5-mpg drop over 8000 miles in my personal truck,” Wilson said. “And I wasn’t babying it, I was enjoying it.”
Most buyers are expected to have their Ford dealer or a local four-by-four shop do the dirty work, but you can save quite a bit of scratch and install all the parts yourself. They fit any 2019 or 2020 Ranger four-wheeler. The kit even supplies DIYers with a tool to rejigger the speedometer and odometer to work with the taller tires.

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Jessica Lynn WalkerCar and Driver

Despite its imperfect suspension tuning, the Level 3 Off-Road package does improve the performance of the Ranger. The truck may have beaten us up a bit along the way, but it scraped and clawed its way through a seriously nasty trail that a standard Ranger FX4 could not have tackled. It’s disappointing that the Level 3 kit doesn’t include a locker for the front differential. “We thought,” Wilson explained, “that might take it beyond what the normal customer could install in his driveway with simple hand tools.”
It would have also driven up the price, which already blows up the piggy bank. At $8995 not including installation, the Level 3 package costs twice as much as the Level 2 package, which is the best value of the three. And it cranked up the price of this Lariat-spec truck to $55,905. That’s F-150 Raptor money.
Which one do you think Iron Mike would choose?

Specifications

Specifications
2020 Ford Ranger SuperCrew Lariat 4×4 Ford Performance Level 3 
VEHICLE TYPE front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
BASE PRICE $44,585
ENGINE turbocharged and intercooled DOHC 16-valve 2.3-liter inline-4, 315 hp, 370 lb-ft
TRANSMISSION 10-speed automatic
DIMENSIONS Wheelbase: 126.8 inLength: 210.8 inWidth: 73.3 inHeight (C/D est): 73.1 inCurb weight (C/D est): 4500 lb
PERFORMANCE (C/D EST) 60 mph: 6.6 sec1/4 mile: 15.1 secTop speed: 110 mph

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Jeremy M. LangeCar and Driver

Between 1993 and 1997, Land Rover imported fewer than 7000 Defender 90s to North America. If you want one, prepare to pay up; prime, low-mileage examples trade for around $100,000. Even the nicest North American Specification (NAS) Defender, however, is old enough to buy beer and wasn’t exactly a paragon of reliability on the day it arrived at the dealer lot. By now, even a good one will likely present leaks from above (the ill-sealing doors) and below (transmission, transfer case, and the 182-hp Rover V-8, which is actually a Buick aluminum-block design from the early 1960s). But what if you could have the Jeepy, er, blocky charm of an NAS D90 combined with modern horsepower and amenities for about the same price as a nice, used one? For those who care more about driving than originality, Osprey Custom Cars in Wilmington, North Carolina, builds some of the nicest Defenders that never were.
Company founder Aaron Richardet began restoring Defenders in 2009 and eventually realized a truism that applies to any sufficiently thorough restoration: If you’re replacing nearly every component anyway, you may as well just start from scratch. “We’ll do it either way, as a restoration or from the ground up,” Richardet said, “but you end up at about the same price.”

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Jeremy M. LangeCar and Driver

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20 Awesome Vintage 4x4s Cooler Than Modern SUVs

Defender parts are plentiful, and Osprey constructs its trucks from a combination of OEM, aftermarket, and rebuilt components. The frame of the truck we drove was new, galvanized and powder-coated (the old belt-and-suspenders approach to corrosion prevention). Its General Motors-sourced 5.3-liter V-8, while more modern than the NAS Rover V-8, was rebuilt. Richardet likes the 5.3-liter V-8 for Defender builds, but GM Performance doesn’t offer it as a crate engine. “The 5.3 is really perfect for Defenders,” he said. “GM had this engine dialed. It’s happy at the amount of power it makes, and it runs cool. You see plenty of Tahoes and Suburbans with these things in them running around with 300,000 miles.” As installed in this Defender, Osprey claims 325 horsepower and 330 pound-feet of torque.
The 5.3-liter is hooked to a 6L80E six-speed automatic transmission that’s programmed to keep engine revs low unless you really hoof the throttle, in which case the stubby four-by-four unleashes a bellicose holler through its Cherry Bomb muffler and accelerates with an urgency totally at odds with its toolshed-on-wheels proportions. An automatic-equipped NAS Defender from the ’90s will frequently downshift out of top gear at highway speeds, its old Rover V-8 fighting ongoing skirmishes with the wind. The Osprey has no such problem, but high-speed interstate travel isn’t really its forte. You can build a Defender as fine as you please, but doing 75 mph in one will still feel like you’re riding Skylab out of orbit.
It’s better to take it easy, roll down the front windows and unzip the plastic rear ones on the canvas top. Activate your heated seat if it’s chilly, crank some air conditioning if it’s not. The Osprey doesn’t offer the sophisticated luxury of, oh, a Jeep Wrangler, but it does marry that jaunty old-school Defender charisma with modern features: LED headlights, remote start, a 7.0-inch Pioneer touchscreen with a backup camera. The four side-facing rear seats mean that the Osprey seats six, provided the four in back don’t mind extended eye contact (or avoiding same). It’s an agreeable way to go get some ice cream.

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Jeremy M. LangeCar and Driver

While Osprey doesn’t offer an official warranty, there’s a tacit understanding that the company will support the product if gremlins creep up. Richardet and his team put shakedown miles on each new build, and in this case we helped with that. A two-hour highway drive exposed an occasional hiccup in the driveline that turned out to be a transmission calibration issue. Osprey worked it out after we surrendered the truck, since this one was on its way to its new owner the week after we sampled it. Even at more than $100,000, these trucks don’t linger long in the showroom.
Osprey will build you a Defender considerably nuttier than this one—one recent LS3-powered Defender pickup cost nearly $200,000—as will companies like Himalaya and East Coast Defender. But at this price, in this spec, Osprey’s creation represents the Defender Singularity, the point where new and used prices intersect. You don’t get that Land Rover “Solihull Warwickshire” numbered build plate, but you do get power, reliability, and heated seats. The Osprey is also notable for what you don’t get. After driving it for two weeks, it didn’t leave a spot on our driveway.
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Michael SimariCar and Driver

Chassis engineers have a tough and largely thankless job. Ride quality remains in a long-standing feud with handling, and the engineers’ job is to negotiate a peace that works for the vehicle and for the customer. After driving the 2020 Macan GTS, we’d say that Porsche’s engineers deserve a Nobel Peace Prize for brokering such a satisfyingly sporty compromise.

HIGHS: Balanced chassis, steers like the sports cars, refined ride.

There’s nothing particularly exotic about the suspension hardware. The Macan GTS comes standard with air springs paired to Porsche’s Active Suspension Management (PASM) adaptive dampers. The two are tuned and work to smooth broken pavement, and despite the optional 21-inch wheels with small sidewalls, the suspension never crashes or sends ugly vibrations through the structure. With the push of a console-mounted button (or a turn of the steering wheel-mounted dial, part of the $1360 Sport Chrono package), the dampers tighten just enough up to savagely attack corners. At the test track, the Michelin Latitude Sport 3 tires stick with stability up to the high 0.94-g lateral limit.

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Michael SimariCar and Driver

Porsche Macan S Is Familiarly Brilliant

Tested: New Macan Turbo Remains an SUV Benchmark

Responsive and accurate steering seems to have been plucked right from a 718 GTS. Our German-spec test vehicle came equipped with the optional PSCB tungsten-coated brake rotors ($3490) that can be identified by their mirrored finish and white brake calipers. Porsche continues to dial in the pedal feel of this system. When it debuted on the Cayenne, the brakes felt grabby with too much initial bite. On the GTS, the brakes react with a firm and linear stroke. Stops from 70 mph occur in a sports-car-like 155 feet.

LOWS: The engine lacks the punch and character of competitors, smallish rear seat, pricey.

While we like the Macan GTS’s chassis, the powertrain isn’t as inspiring. The GTS uses the same twin-turbocharged 2.9-liter V-6 found in the Macan Turbo, tuned down from 434 horsepower to 375 horsepower in GTS trim. Porsche’s V-6 lacks the character and punch of the BMW X3 M’s twin-turbo 3.0-liter inline-six and the angry exhaust of Mercedes-AMG’s twin-turbo 4.0-liter V-8 that powers the GLC63. The GTS sprints from zero to 60 mph in 3.9 seconds and rips through the quarter-mile in 12.6 seconds at 107 mph—a Macan Turbo is 0.4 second quicker in both measures. Some credit for those stellar times goes to the seven-speed dual-clutch automatic’s launch-control system that revs the engine to 4600 rpm before engaging the clutch.

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Michael SimariCar and Driver

The Macan GTS starts at $72,650, a hefty $12,300 less than the Turbo. Spotters will be able to differentiate the Macan GTS by its blacked-out exterior trim and tinted LED light housings in the front and rear. On the inside, the interior is largely unchanged since the 2018 refresh. We particularly liked the faux-suede coverings on the door panels and center console as well as the inserts of the more aggressively bolstered, GTS-exclusive power seats. A lengthy list of options awaits buyers, and our test GTS came lavishly equipped at $98,160.
Buyers will also have to accept a smallish rear seat in the Macan. Adults won’t be very comfortable back there. But if the Macan is replacing a sports car, that’s an easy compromise to make. If you’re coming from a more spacious SUV, bending on the Macan GTS’s rear-seat space brings the reward of a sublime ride-and-handling compromise that seems more than worth it to us.

Specifications

Specifications
2020 Porsche Macan GTS
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE AS TESTED $98,160 (base price: $72,650)
ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injectionDisplacement 177 in3, 2894 cm3Power 375 hp @ 6700 rpmTorque 383 lb-ft @ 1750 rpm
TRANSMISSION 7-speed dual-clutch automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 15.4-in vented, tungsten-carbide-coated disc/14.0-in vented, tungsten-carbide-coated discTires: Michelin Latitude Sport 3, F: 265/40R-21 101Y N2 R: 295/35R-21 103Y N2
DIMENSIONS Wheelbase: 110.6 inLength: 184.5 inWidth: 76.1 inHeight: 63.0 inPassenger volume: 96 ft3Cargo volume: 18 ft3Curb weight: 4468 lb
C/D TEST RESULTS 60 mph: 3.9 sec100 mph: 10.8 sec130 mph: 20.5 sec150 mph: 33.4 secRolling start, 5–60 mph: 4.9 secTop gear, 30–50 mph: 2.7 secTop gear, 50–70 mph: 3.6 sec1/4 mile: 12.6 sec @ 107 mphTop speed (mfr’s claim): 162 mphBraking, 70–0 mph: 155 ftBraking, 100–0 mph: 306 ftRoadholding, 300-ft-dia skidpad: 0.94 gStanding-start accel times omit 1-ft rollout of 0.2 sec.
C/D FUEL ECONOMY Observed: 20 mpg75-mph highway driving: 27 mpgHighway range: 530 miles
EPA FUEL ECONOMY Combined/city/highway: 19/17/22 mpg

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From the November 1979 issue of Car and Driver.
Soft, powdery Chrysler-proving­ grounds dirt is coming in the window. A choking pea-soup fog churned up by four madly spinning tires engulfs Toyota’s LUV 4wd pickup as I wrestle it, bucking and howling, toward the rim of the Soup Bowl.
The Soup Bowl is part of Chrysler’s off-road-vehicle testing facility, a ravine that gouges ten stories deep into the overgrown Chelsea, Michigan, landscape. There are about a half-dozen trails out of the bowl, some as steep as 45 percent. From the top, you feel as though you were standing in the upper deck of Yankee Stadium. The people at the bottom look very small.

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Chrysler has generously allowed us access to its off-road preserve so that we might get better acquainted with the first two efficiency-era off-road trucks: the Toyota 4wd and Chevrolet LUV four-by-four mini-pickups. It never even occurs to us that this will also be an opportunity to roar, slide, bounce, wiggle, and thump through the Michigan countryside unmolested by the authorities. Not for a second.
One obvious fact marks these two Japanese-built pick-’em-ups as the first of tomorrow’s four-by-fours: they’re far more fuel-efficient than their much larger domestic counterparts. A LUV, for instance, will travel 20 EPA city miles on every gallon, about 25 percent farther than a comparably equipped full-grown Chevy pickup. The government, to no one’s surprise, has duly noted the fuelishness of Blazer-class rigs and will slowly legislate them out of existence with new 4wd fuel-mileage standards that start in 1980. And interest in the big rigs has already faded significantly, ever since OPEC first dialed back the flow of crude. If you have any doubt that mini-trucks are the answer, just try to find a dealer that has any in stock.

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Aaron KileyCar and Driver

It’s been that way ever since Subaru pioneered the tiny 4wd vehicle back in 1978 with its BRAT and 4wd wagon. But those were gentlemen off-road machines, transformed sedans intended for light-duty use. The LUV and the Toyota, on the other hand, are trucks, built with all the heavy-duty functionalism that that term implies.
Both of these trucks have been with us a while. Isuzu sent the LUV over from Japan at the beginning of 1979, and Toyota had its all-wheel-driver on the market in mid-year. If a 4wd pickup seemed like a good idea way back when fuel was flowing relatively freely, it’s positively inspired now.
Still, there’s more to their attractiveness than good fuel economy. Like their 2wd siblings, these 4wd trucks are lighter and more compact than the domestic pickups. The LUV, at 2780 pounds and 173.8 inches in length, is at least a half­-ton lighter and a foot and a half shorter than Chevy’s home-grown pickups. Numbers like these make the LUV and the Toyota more nimble, more maneuverable, and easier to park than the chunky full-sized brands.

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Aaron KileyCar and Driver

We have only one self-imposed restriction during the testing: we will not jump the trucks under any circumstances, because we have learned the hard way that production four-by-fours will twist themselves into scrap iron when you make like Evel Knievel.
The first event is Free-Form Driving Around, wherein we charge up and down every one of the Soup Bowl’s trails. The trucks throw up blinding clouds of dust that settle on every interior surface and pack dirt into our every pore. Hell, there’s even dirt in my teeth. But we do not jump the trucks.
Event number two is the first head-to­-head clash, a sophisticated off-road test thought up by technical trendsetter Don Sherman. It’s called Let’s Race Up That Hill. Time and again we attack the slopes, with front hubs locked, transfer cases in low range, and gear levers in first. Door handle to door handle, we scrabble up the steep, soft grades, the trucks bucking and jumping and throwing rooster tails of dirt—sometimes into the cabs. Now and again the trucks get hung up and slither sideways toward each other. We even race up the hills backwards in our search for a winner—but mostly just for the fun of it. And it is fun, rollicking good fun, punctuated with howling tires and howls of laughter. Amazingly enough, only once is there body contact, and it’s light.

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Aaron KileyCar and Driver

The first confrontation is judged a draw. Both trucks seem to have equal helpings of traction and climbing prowess, though the Toyota does exhibit the more colorful climbing style: the fuel system, for some mysterious reason, starves intermittently, causing the engine to surge on and off at full throttle, and the chassis jackhammers whenever the tires lose their grip. The LUV, by comparison, is much more sedate—but no more adept.
Four-wheel-drive trucks, of course, are expected to do much more than just climb out of ravines. So to deepen our understanding of these two mini-mites, a change of venue is called for. Chrysler, you may know, builds tanks for the government—and they have to test them somewhere, right? The “somewhere” turns out to be a perfect site for a trail-riding comparison.

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Aaron KileyCar and Driver

The tank-testing course is a twenty ­foot-wide, serpentine swath cut from the undergrowth, twisting and turning in a mile-long loop. The surface ranges from ankle-deep sand to hard-packed dirt. The loop is bounded by trees, shoulder-high banks, and ditches, while the center of the trail—the part that passes under a tank’s belly—rises high enough to form a natural divider between the outer and inner lanes in some places. It’s high enough to flip a truck.
The able Mr. Sherman again hits on an excellent test procedure. “Let’s race,” he suggests. And race we do, in 2wd this time—it’s easier to hang the tail out in the corners—on what could easily pass for a special stage in a pro rally. We bounce, wallow, tilt, slide, and buck furiously around the course, whipping the dust into a smoke screen; at times I can’t so much as see the end of my hood.

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Aaron KileyCar and Driver

The Toyota’s lighter and quicker power steering makes feverish steering corrections easier, but its added height and resulting tippiness—it’s five inches taller than the LUV—make it more intimidating to drive hard. The power difference between the two doesn’t even come into play. The result is another dead heat.
The afternoon’s foray in, around, and through the wilds of Chelsea has led us to the surprising conclusion that, in the brush, neither truck is more capable or more fun than the other. Their relative equality is especially curious considering the differences in their designs and specifications. The Toyota went in as the overdog, and one look will tell you why: it’s as macho as the Duke was, standing tall enough to look a Blazer right in the eye. (We later discovered that it actually offers 1.5 inches less ground clearance than the LUV.) The Toyota’s 2.2-liter four has fifteen more horsepower and 27 more pound-feet of torque than the LUV’s 1.8-liter engine. And the Toyota sports 15-inch mud-and­-snow tires as opposed to the LUV’s 14-inchers. Nevertheless, the trucks’ tractive abilities and general off­road manners were as close as you’II ever find in two competing makes. Both were a ball to bash around in, and both stood up to our rambunctious romping without so much as a trace of fatigue. We hereby pronounce them fit for enthusiast use, and every bit as rugged as the Essex-class rigs of yore.

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Aaron KileyCar and Driver

All of this fun in the woods, however, makes it all too easy to forget that there’s a flip side to this story. Most off­-road vehicles spend the vast majority of their time on the road. And that’s just why we devoted but a single day to our off-road extravaganza. We lived with the trucks on the street for weeks.
Unfortunately, neither of these trucks takes very well to the civilized life. In fact, few vehicles have spent more nights in the company parking lot than these two. If annoying traits were worth money, these two would cost a fortune: they accelerate as though loaded with a ton of bricks, they make your ears ring on the highway, and, worst of all, they have no affinity whatsoever for paved surfaces. They show their contempt for hard corners by lurching unnervingly and lifting their inside rear wheels in the fire-hydrant salute. And they both ride, well, like trucks, though the Toyota is by far the bigger pain in the butt—literally. Our test Toyota acted as if it had concrete for springs and wrought iron for shocks, bucking and jerking over every crack, wave, and bump in the road. It was otherwise easy to maneuver, nicely trimmed, and more than roomy enough, but the feeling that we were inside a giant Shake ‘n Bake bag took all the fun out of it. To be fair, Toyota tells us the long-bed, 110-inch ­wheelbase version rides better. But none was available for comparison, so we really can’t speak to the validity of that claim.

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Aaron KileyCar and Driver

The LUV, by comparison, had a more sophisticated way of dealing with the paved terrain. Its independent front suspension did a much better job than the Toyota’s solid-axle-leaf-spring arrangement. But we still can’t think of a sedan that’s as rough-riding as the LUV. And while the LUV doesn’t have any glaring faults, it does suffer because of the cumulative effect of a few smaller problems: the steering is heavy and slow, the engine is positively anemic, and the cab is cramped for six-footers.
About the only thing these two do well on the street is hauling. Then they’re just wonderful. Both trucks’ payload capacities—the combined weight of passengers and cargo—are in the 1100-pound range. That’s a few hundred pounds less than larger four-by­-fours can carry, but unless you make a habit of hauling around bridge abutments, it ought to suffice.

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Aaron KileyCar and Driver

The “Michigan stopper” is what tractor pullers call a transfer: 43,000 pounds of movable weight that can be gradually applied to a skid that claws into the good earth. Properly adjusted, a transfer can develop enough resistance to stop a 2000-hp competition pulling tractor in its tracks. The stopper belongs to the Michigan Tractor Pullers, Inc., an association that promotes tractor-pulling events in the Midwest. They’ve agreed to help us with this final event, a head-to-head test of sheer pulling strength that’s about as subtle as arm-wrestling. Oh, sure, we know hooking a 4wd mini-pickup to a tractor-pull transfer sounds crazy. That’s because it is crazy.
It takes quite a bit of figuring and testing and adjusting for the Pullers to lower the transfer’s resistance enough so that our mini-mites can budge it. That done, the trucks grunt out a couple of runs each. Power talks, and theToyota chugs its way to the 56-foot mark before stalling out, exhausted. The LUV can manage only an agonizingly slow 30-foot pull.
Then someone jumps a truck. During a jaunt around the Saline Community Fairgrounds, one of the Michigan Pullers runs the Toyota off the end of a loading dock or something. He returns with the front axle pretzeled, but the truck is still drivable. Oh well, we tried to be good.
The new generation of 4wd pickups has proved itself as able as the old guard in most respects. The Toyota and LUV four-by-fours are trucks through and through: rugged, a blast in the out-back, terrific for hauling gear, and lousy car substitutes.
So there’s no need to worry about the future of four-wheeling in an energy-conscious world. The first of the new economical breed are here, and they are good. We confidently predict that tomorrow’s off-road rider will find his trails happy and his trucks fit.

Specifications

SPECIFICATIONS
1979 Toyota 4WD
VEHICLE TYPEfront-engine, rear-/4-wheel-drive, 2-passenger, 2-door pickup
PRICE AS TESTED$6,702 (base price: $6,200)
ENGINE TYPESOHC 8-valve inline-4, iron block and aluminum head, 1×2-bbl Aisan carburetionDisplacement: 134 in3, 2189 cm3Power: 95 hp @ 4800 rpmTorque: 122 lb-ft @ 2400 rpm
TRANSMISSION4-speed manual
CHASSISSuspension (F/R): live axle/live axleBrakes (F/R): 11.8-in disc/10.0-in drumTires: Dunlop Snow Cruiser 78, H78-15
DIMENSIONSWheelbase: 102.2 inLength: 171.1 inWidth: 66.5 inHeight: 65.9 inCurb weight: 2920 lb
C/D TEST RESULTS30 mph: 4.0 sec60 mph: 14.3 sec80 mph: 32.7 sec1/4 mile: 19.8 sec @ 69 mphTop speed: 88 mphBraking, 70–0 mph: 214 ft

1979 Chevrolet LUV
VEHICLE TYPEfront-engine, rear-/4-wheel-drive, 2-passenger, 2-door pickup
PRICE AS TESTED$7586 (base price: $6,247)
ENGINE TYPESOHC 8-valve inline-4, iron block and aluminum head, 1×2-bbl Hitachi carburetionDisplacement: 111 in3, 1817 cm3Power: 80 hp @ 4800 rpmTorque: 95 lb-ft @ 3000 rpm
TRANSMISSION4-speed manual
CHASSISSuspension (F/R): control arms/live axleBrakes (F/R): 9.8-in disc/10.0-in drumTires: BF Goodrich All-Terrain T/A, F70-14
DIMENSIONSWheelbase: 102.4 inLength: 173.8 inWidth: 63.0 inHeight: 60.8 inCurb weight: 2780 lb
C/D TEST RESULTS30 mph: 4.3 sec60 mph: 16.3 sec80 mph: 37.9 sec1/4 mile: 20.6 sec @ 67 mphTop speed: 88 mphBraking, 70–0 mph: 222 ft

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The previous-generation Mercedes-Benz GLA250 seemed conflicted about what it should be. It paired a carlike seating position and sporty hatchback driving verve with semi-butch exterior styling, and the result was a confusing product that failed to hit either mark. This time around, Mercedes decided to nudge the GLA closer to conventional crossover proportions, and that move paid off. The 2021 GLA is a more fully realized product, and it’s all the better for it.

HIGHS: Increased passenger and cargo space, sharp handling, modernized features.

Leaning into the SUV side of things strikes us as a smart move, as it means that the new GLA250 aims at the heart of the subcompact luxury SUV market by providing a more relaxed and more practical package. The roofline is still slightly lower than the angular GLB’s, but the expanded dimensions provide more space for people and cargo while aligning with the mini-SUV aesthetic.

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Mercedes-Benz

All Grown Up
For 2021, the GLA250 is for a more mature client. The suspension delivers a comfier ride that doesn’t punish occupants over potholes. And yet despite this softening, the GLA maintains much of the last generation’s lively handling, and its steering is just as crisp as we expected. BMW’s X1 and X2 SUVs offer a higher level of driving acuity, but the Mercedes still offers a satisfying experience behind the wheel.

Mercedes-Benz’s GLA250 Grows Up

2021 Mercedes-Benz GLA-Class Caps Entry-Level Line

2021 GLA45 Shows AMG’s Wild Side

Whereas the old model felt like a car from behind the wheel, the 2021 GLA has a taller seating position that gives it a more upright feel. A major complaint with the last GLA-class was its tight rear-passenger area and compact cargo compartment. The new model’s increased height and width makes the rear seat feel significantly more spacious, and six carry-on suitcases fit in the cargo area, one more than the last generation.

LOWS: Not as quick as the last generation, fussy infotainment touchpad, confusingly similar to a GLB.

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Mercedes-Benz

Our test car—a well-equipped GLA250 4Matic that carried a sticker price of $49,310—came with the optional instrument panel featuring two 10.3-inch monitors, one serving as a reconfigurable instrument cluster and the other handling infotainment functions. This setup is found across the Mercedes-Benz lineup and gives the GLA an appropriately modern feel. The large displays are part of the Premium package ($1750), but the base model’s 7.0-inch screens serve the same purpose. Mercedes’s latest MBUX software interface is standard, for better or worse, and offers voice and touchpad controls—although we prefer to simply touch the display itself to interact with the system.
Cooled Jets
Quietly and smoothly toiling away under the GLA250’s hood is a turbocharged 2.0-liter inline-four that’s shared with the CLA-class sedan and the GLB-class SUV. It makes 221 horsepower and 258 pound-feet of torque and is paired to an eight-speed dual-clutch automatic transmission and, in the case of our test vehicle, all-wheel drive. (The non-4Matic model is front-wheel drive.) On the road, the GLA250 feels perky and quick, but its performance at our test track proved that it isn’t as rapid as the 2018 model we tested, which skipped to 60 mph in 5.7 seconds.

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Mercedes-Benz

The 2021 GLA250’s acceleration numbers are still competitive, though. It went from zero to 60 mph in 6.3 seconds, just 0.1 second behind the last X2 we tested. The Mercedes is also neck and neck with the BMW through the quarter-mile, with the GLA posting a 14.8-second ET while hitting 94 mph. The X2 matches that time but falls 1 mph short of an outright tie. If the GLA250’s restrained performance doesn’t stir your sloejito, Mercedes is offering two AMG-tuned versions for this generation—the 302-hp GLA35 and the even hotter 382-hp GLA45.
The existence of the AMG-branded GLAs allows Benz to tune the 250 model for refinement and practicality while still offering the niche buyer a more performance-oriented option. Although the redesigned GLA250 has lost some of its sporty character in the transition to its second generation, it’s now a more compelling package thanks to improvements in nearly every other substantive metric.

Specifications

Specifications
2021 Mercedes-Benz GLA250 4Matic
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED $49,310 (base price: $39,280)
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 122 in3, 1991 cm3Power 221 hp @ 5500 rpmTorque 258 lb-ft @ 1800 rpm
TRANSMISSION 8-speed dual-clutch automatic
CHASSIS Suspension (F/R): struts/multilinkTires: Continental ProContact GX SSR, 235/50R-19 99H M+S
DIMENSIONS Wheelbase: 107.4 inLength: 173.6 inWidth: 72.2 inHeight: 63.4 inCargo volume: 15 ft3Curb weight: 3689 lb
C/D TEST RESULTS 60 mph: 6.3 sec100 mph: 17.2 secRolling start, 5–60 mph: 6.9 secTop gear, 30–50 mph: 3.8 secTop gear, 50–70 mph: 5.0 sec1/4 mile: 14.8 sec @ 94 mphTop speed (mfr’s claim): 130 mphBraking, 70–0 mph: 181 ftRoadholding, 300-ft-dia skidpad: 0.86 g
Standing-start accel times omit 1-ft rollout of 0.4 sec.
EPA FUEL ECONOMY Combined/city/highway: 27/24/33 mpg

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Michael SimariCar and Driver

Smack in the middle of Mercedes’s engine lineup for the updated 2021 GLE-class is the brand’s turbocharged 3.0-liter inline-six. Set against the standard 255-hp turbocharged 2.0-liter inline-four and AMG’s twin-turbo 4.0-liter V-8 with more than 600 ponies, the six’s smoothness and easy power make it a standout in the GLE53 coupe model.
The turbocharged six features a 48-volt motor-generator that delivers the 3.0-liter a silky smooth auto stop-start system and also fills in the gaps between nine-speed automatic transmission’s gear changes. The 48-volt system also powers an electric supercharger that helps feed boost before the turbocharger wakes up. The hybrid/supercharger combo yields a low-rpm surge that helps get the 5322-pound GLE off the line with satisfying authority.

HIGHS: Refined and silky inline-six, punchy acceleration, modern and high-budget interior.

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Michael SimariCar and Driver

Total engine power comes in at 429 horsepower and 384 pound-feet of torque, numbers that fit in neatly between the GLE350’s 255 horsepower and the monstrous GLE63 S Coupe’s 603 ponies. The run to 60 mph takes 4.7 seconds, and the quarter-mile mark falls in 13.4 seconds at 103 mph. For something with abundant power and sporting intentions, top speed is limited to a not-so-AMG 112 mph.
A GLE53 opens at $77,495, but a list of options the size of a CVS receipt brought the total to $104,460. If that makes you think you’d rather forgo a host of options and instead spend an extra $10,000 to get a base $114,945 V-8-powered GLE63 S with a 3.4-second time to 60 mph, well, you’re not alone.

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Michael SimariCar and Driver

Tested: AMG GLE63 S Hits 60 in 3.4 Seconds

Mercedes GLE vs. BMW X5, Audi Q7, Porsche Cayenne

Fit and finish is certainly up to a six-figure standard. The digital cluster can be configured in a number of ways, from classic to ’80s video game. Compared to the GLE without a sloping roofline, there’s a five cubic-feet loss of cargo space behind the second row and 12 fewer cubic feet with the rear seats folded. From the driver’s seat, the view is identical to the regular GLE. There’s an expansive one-panel, two-screen infotainment setup running across the dashboard. Interacting with it can be done in a number of ways: You have the screen itself, which is touch sensitive, a touchpad ahead of the center armrest, and steering-wheel controls You can also wave your hand to control volume and skip songs, or you can summon the voice-control assistant by saying “Hey, Mercedes,” and then asking a question or stating a command.

LOWS: Opting for the coupe version costs $4150 and reduces practicality, optional extras can bring the total to more than six figures, BMW offers a twin-turbo V-8 at this price point.

Despite massive, staggered 22-inch wheels wrapped with steamroller Yokohama Advan Sport 107V summer rubber, when left in Comfort mode the GLE53 soaks up Midwestern roads in stride. Switching to Sport firms things up but not to the point of abuse. It’s best to save the very firm Sport Plus mode for newly paved roads. Pressed hard into corners, the GLE never feels unstable or tippy. Body roll is kept in tight check in Sport and Sport Plus, but at 0.88 g the lateral grip isn’t up to snuff with its competition despite the Yokohama summer tires. There’s not a ton of feedback through the steering, but if that’s what you crave, we might point you over to the Porsche store.

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Michael SimariCar and Driver

In addition to Porsche’s Cayenne coupe, the GLE53 will face the BMW X6 M50i and Audi Q8 in the let’s-call-it-a-coupe-even-though-it’s-clearly-a-four-door-SUV segment. In addition to the futuristic and plush interior, the GLE53’s inline-six distinguishes it from the competition. While it lacks the punch and power of the X6 M50i’s stunning V-8, the Benz’s engine has silken refinement and an electrically assisted power delivery that the V-6s from Porsche and Audi can’t match. Take it easy on the options, and the GLE53 carves out a space for itself below the mighty GLE63 S, or save yourself $4150 and buy the GLE53 with the regular roofline.

Specifications

Specifications
2021 Mercedes-AMG GLE53 Coupe
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED $104,460 (base price: $77,495)
ENGINE TYPE supercharged, turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 3000 cm3Power 429 hp @ 6100 rpmTorque 384 lb-ft @ 1800 rpm
TRANSMISSION 9-speed automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 15.8-in vented, cross-drilled disc/13.6-in vented discTires: Yokohama Advan Sport 107V, F: 285/40R-20 111Y MO 1 R: 325/35R-22 114T M0 1
DIMENSIONS Wheelbase: 115.6 inLength: 195.3 inWidth: 79.4 inHeight: 67.7 inCargo volume: 28 ft3Curb weight: 5322 lb
C/D TEST RESULTS 60 mph: 4.7 sec100 mph: 12.5 secRolling start, 5–60 mph: 5.7 secTop gear, 30–50 mph: 3.4 secTop gear, 50–70 mph: 4.0 sec1/4 mile: 13.4 sec @ 103 mphTop speed (governor limited): 112 mphBraking, 70–0 mph: 156 ftRoadholding, 300-ft-dia skidpad: 0.88 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 18 mpg75-mph highway driving: 26 mpgHighway range: 580 miles
EPA FUEL ECONOMY Combined/city/highway: 20/18/23 mpg

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Jessica Lynn WalkerCar and Driver

If you didn’t rush out and buy a Toyota Supra last year, that’s okay. You still can. But now you’ll have to face a real-life game of “Would You Rather?” when it comes to propulsion: Would you rather have the 382-hp 3.0-liter inline-six or save $8000 and go for the new 255-hp 2.0-liter inline-four? For $4000 per extra cylinder, maybe just buy the four, slap some Celica badges on the thing, and own it.

HIGHS: BMW’s turbo four, lighter and $8000 less than the six.

Even down 127 horsepower on the six, the four-cylinder Supra is good fun. Its 295 pound-feet of torque boil up at 1550 rpm, helping the 2.0-liter feel brawny off the line. It’s helped by a curb weight some 170 pounds lighter than the six-cylinder Supra’s, a crash diet that prescribes both the cylinder removal and a smattering of good old-fashioned de-contenting. For instance, the four-cylinder model shares tire widths with the six—255s up front, 275s in back—but it rolls on 18-inch wheels instead of 19s. The front brake rotors are smaller, and the front calipers are single-piston units versus the six’s four-piston clampers. Its seats adjust manually rather than electrically. And Toyota also 86’d—no pun intended—the Supra’s electronically controlled limited-slip diff and adaptive dampers for 2.0 duty.

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Jessica Lynn WalkerCar and Driver

2021 Toyota Supra Makes Big Gains in Year Two

Tested: Supra 3.0 Gains Power and Refinement

At the test track, we measured a 4.7-second time to 60 mph, and the car covered the quarter-mile in 13.3 seconds at 104 mph. That’s a bit slower than the six’s 3.8-second 60-mph dash and 12.1-second quarter-mile time, but the four is quick enough to save face with your ruthless JDM crew. The power deficit does change the way the Supra drives, though—not just in terms of straight-line speed but its handling as well. You’re not going to easily boot the tail out in slow corners for fun like you can do with the 3.0-liter car.

LOWS: Four-cylinder sound, auto only, isn’t a four-cylinder Supra a Celica?

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Jessica Lynn WalkerCar and Driver

Given that the four-cylinder model is visually all but indistinguishable from its six-cylinder kin, it will make a more affordable case for the folks who are keen to start modding their cars five minutes after they get home from the dealer. There’s no aesthetic shame in the Supra’s four-cylinder game. And a typical “stage one” aftermarket treatment (new intake and exhaust and an engine-computer reflash) will likely edge the BMW four’s power output to over 300 horsepower.
But even in stock form, the 2.0-liter car is a quick, fun rear-driver. As it turns out, a four-cylinder Supra is still a Supra and still a lot of sports car.

Specifications

Specifications
2021 Toyota Supra 2.0
VEHICLE TYPE front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE AS TESTED $47,430 (base price: $43,945)
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 122 in3, 1998 cm3Power 255 hp @ 6500 rpmTorque 295 lb-ft @ 1550 rpm
TRANSMISSION 8-speed automatic
CHASSIS Suspension (F/R): strut/multilinkBrakes (F/R): 13.0-in vented disc/13.0-in vented discTires: Michelin Pilot Super Sport, F: 255/40ZR-18 (95Y) ★ R: 275/40ZR-18 (99y) ★
DIMENSIONS Wheelbase: 97.2 inLength: 172.5 inWidth: 73.0 inHeight: 51.1 inPassenger volume: 51 ft3Cargo volume: 10 ft3Curb weight: 3179 lb
C/D TEST RESULTS 60 mph: 4.7 sec100 mph: 12.1 sec130 mph: 18.8 secRolling start, 5–60 mph: 5.8 secTop gear, 30–50 mph: 3.2 secTop gear, 50–70 mph: 3.6 sec1/4 mile: 13.3 sec @ 104 mphTop speed (C/D est): 155 mphBraking, 70–0 mph: 151 ftBraking, 100–0 mph: 302 ftRoadholding, 300-ft-dia skidpad: 1.02 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
 EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 27/24/32 mpg

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