Car Reviews

From the March 1994 issue of Car and Driver.Hark back with us for a moment to the early days of the Jeep Grand Wagoner, which appeared in 1963 as the first of a new breed—a utility vehicle that wasn’t descended from a truck. In those days sport-utility vehicles were big, bad, and ugly. Few people would brag about owning these road crushers, which were relegated mostly to winter but when more respectable types were stuck at home playing canasta. Back then, sport-utility trucks didn’t have to be attractive, or refined, or even particularly well-made. More SUV Comparos From the ArchiveBut the explosive growth of the sport-utility market has, inevitably, brought about some cross-breeding between the most rugged of the mudders and the most sophisticated of sedans. With more than a million sold each year (1,132,177 in 1992), sport-utes have become primary appliances responsible for taking the danger out of snowdrifts as well as shuttling to work and play. Asked to pinch-hit for passenger cars, they’ve assumed the urbane qualities of some of the finest sedans without denying their earthy heritage. This new niche of gentrified trucks that we’ve gathered here—the Isuzu Trooper LS, the Jeep Grand Cherokee Limited, the Ford Explorer Limited, the Mitsubishi Montero SR, the Range Rover County, and the Toyota Land Cruiser—mark the spot where off-road capability and carlike luxury collide. Since they are used most often as cars—their makers say only about five percent are ever intentionally taken off the pavement—we put this gang of six through our traditional comparison-test procedures. Then we threw some dirt into the equation. In addition to driving them on highways and on back-road loops of the Vermont woods—including rest stops at Goshen’s exquisite Blueberry Hill Inn bed and breakfast and the sensationally low-key Trapp family lodge in Stowe—we also tossed in two days’ worth of off-road driving instruction with the chaps at Rovers North. With their expertise, we learned the finer points of winching and snatching.The biggest surprise: while most of these vehicles compromised their off-road abilities for the sake of on-road performance, they all remained surprisingly adept at climbing out of the slop. A few of them—and one in particular—squarely hit the cross-hairs of luxury and versatility. Which ones, you ask? Well, here’s how they finished. —Martin Padgett Jr. 6th Place: Ford Explorer LimitedAussies invented ‘roo bars, which are not lager lounges for marsupials crossed with pogo sticks, but grille guards against kangaroo encounters of the worst kind. Got that? The Ford Explorer instead sports “poo’bars”—as in “to engage four-wheel­ drive and lock the diffs, just poosh the two little bars on the dash.” These handy push bars rank among the Ford’s best features. Yet our latest drive tells us this outback­-going creature needs updating. Soon.HIGHS: Lowish price, pushbar drivetrain controls, handsome interior, decent ergonomics.LOWS: Lack of ground clearance, lunky suspension, dull engine, knee-poke shift lever.VERDICT: Needs a full re-do.The Ford has led the domestic sport­-utility-vehicle segment in sales and satis­faction. Now it’s been around for four years, and faces newer—if pricier­—imports. The “new” Limited lends an “enhanced level of luxury appearance and convenience features”—superficial add­-ons against some sport-utility vehicles that are more lively and capable.The Ford is at its best toodling around. Ask more and the Explorer reveals short­falls in ground clearance, suspension, structure, and powertrain. The front dif­ferential and rear suspension hang low, which may cause a real hangup on big rocks and sharp crests. The “Twin-Trac­tion Beam” front suspension is often off the beam in keeping contact with terra infirma. The structure twists and creaks. The running boards add weight and bulk. (The color-banded front bumper also draws sorry comments.) Worse, the Ford is short on towing points. The Explorer’s 4.0-liter V-6 tells you it’s unhappy. Overworked and under­-deadened, it wins the John Deere-sound­alike contest. You must press hard on the stiff throttle even though you get lazy response in return. Still, this can be helpful when getting underway on slimy terrain. The Explorer’s best feature remains its interior. It’s handsome and its ergonomics are generally good. Alas, the column-mounted shifter for the four-speed automatic’s PRNDL (say prin-duhl) pokes the driver’s knee (say OUCH!) when levered down to Low—a “Low” point since first gear is used off-road to control steep descents. The Explorer’s handling is often lunky, its feel tippy, and its steering is too limp for smooth transitions from tight turns to straight ahead. The suspension is bobby, often riding poorly. A heaviness hangs over its behavior. And the Ford hangs up often on off-road obstacles. The Explorer’s lack of deftness placed it no better than the mid-pack in any of our performance tests. More often it finished near or at the bottom, where it ran aground in our hearts and on our charts. —Larry Griffin 1994 Ford Explorer Limited 160-hp pushrod V-6, four-speed automatic, 4435 lbBase/as-tested price: $29,020/$30,100C/D TEST RESULTS60 mph: 11.0 sec1/4 mile: 18.3 sec @ 75 mphBraking, 70­–0 mph: 198 ftRoadholding, 300-ft-dia skidpad: 0.66 gC/D observed fuel economy: 17 mpg5th Place: Isuzu Trooper LSAlthough our Trooper is mostly unchanged from its winning form in our last sport-utility vehicle comparison in May 1992, it was outgunned in this test by pricier off-roaders. The big Isuzu is comfortable to ride in, and therefore likable. But two weak spots became apparent when compared with the other five vehicles in this test. HIGHS: Excellent fit and finish, good control responses, confident handling.LOWS: Rudimentary part-time 4wd system, dull styling. VERDICT: A high-quality wagon with a limited mission. First, an aesthetic price must be paid in exchange for the Trooper’s spacious interior, which is second only to the colossal Land Cruiser’s available space. The five-door Trooper (a shorter three-door version is available) is about an inch shorter and narrower than a five-door Ford Explorer, but there are six more cubic feet inside. That’s due mostly to the Trooper’s height advantage of 5.5 inches over the Explorer. Once inside the Trooper, you immediately sense that terrific space advantage, but it is space wrapped by sheetmetal devoid of curves, sheetmetal without an enticing shape. Standing side-by-side with the low-slung Jeep and the bulging-rendered Montero or even the Land Cruiser, the Trooper verges on the homely. Second, the trooper’s part-time four-wheel-drive system is less useful in a wide variety of driving conditions than the systems of its competitors. The Jeep, Range Rover, and Toyota all have ideal full-time four-wheel-drive systems; the Montero and Explorer have part-time systems that can be engaged at highway speeds. The Trooper has an archaic part-time system that doesn’t permit shifting into four-wheel drive unless the car is stopped. This creates a hassle when the driver is cruising on a freeway that is experiencing a change in weather conditions. That driver also cannot switch to four-wheel-drive on an off-road trail, or more significantly, on a sloped snow-covered driveway, until they’ve come to a stop, which would cost them valuable momentum in critical situations. In short, they risk getting stuck doing this. We can’t shake the image of how embarrassing it would be to get stuck in your own driveway in a $32,580 four-wheel-drive wagon. Still, there is a great deal of goodness in this wagon beyond the cavernous interior. The chassis of the Isuzu is rigid and the suspension is softly sprung. The result is a rattle-free ride, but that also means sluggish handling. Engine and road vibrations feel more isolated than in the Grand Cherokee or the Montero. The Isuzu’s 190-horsepower, twin-cam V-6 pulls smoothly to its 6500-rpm redline, but only the Explorer is slower to 60 mph. One test driver described the Trooper’s squarish dashboard as ugly, but the precise feel of all the controls, and the assembly quality throughout, are tops in this class. —Phil Berg1994 Isuzu Trooper LS 190-hp V-6, four-speed automatic, 4485 lbBase/as-tested price: $28,400/$32,580C/D TEST RESULTS60 mph: 10.9 sec1/4 mile: 18.1 sec @ 75 mphBraking, 70­–0 mph: 193 ftRoadholding, 300-ft-dia skidpad: 0.69 gC/D observed fuel economy: 16 mpg4th Place: Mitsubishi Montero SRIn the last couple go-arounds, the Mon­tero hasn’t won any standing ovations. In our most recent sport-utility test, it placed fourth among six vehicles, and a recent long-term hauler wasn’t exactly memo­rable. This year’s Montero SR comes with a new and more powerful engine, and some other refinements that have boosted its image. It’s a strange sight to see a tachometer on a sport-utility with a 7000-rprn redline. In terms of sophistication, Mitsubishi’s all-­new DOHC, 215-horsepower V-6 is very untrucklike, and took to high-speed inter­state driving like a greyhound after a jackrabbit. That’s a good sign in a vehicle that not too long ago could be charitably described as a turtle—quick enough to have come in second only to the speedy Jeep in nearly all the acceleration tests. HIGHS: Versatile driveline, beefy bod with power to match.LOWS: Vagabond steering, penalty-box rear seating, styling frippery.VERDICT: Competent, and with the new engine, respectable.The Montero’s versatile drivetrain offers the most choices of driving modes: rear-drive, and the usual high and low ranges in four-wheel drive—all manually selected with a console-mounted lever. Plus, the center differential can be locked using the same lever. A switch on the con­sole also locks the rear differential. Still, it was tougher to get the Montero going than its competitors, most notably on the off-road school’s hill of barely frozen mud, and again on the packed snow of Smug­glers Notch pass. The SR’s spiffy engine, ironically, might be part of the problem. Despite the fact that the V-6’s 228 pound­-feet of torque peaks at a low 3000 rpm, the torque delivery right off idle seemed dif­ficult to modulate compared with the responses of the other trucks. The driver’s seat is comfortable for long trips and offers a commanding view of the road, as well as the truck. Mitsu’s clever shock-absorbed driver’s seat has bitten the dust for 1994, although we only missed it during rough off-roading. The dash-mounted inclinometer, altimeter, and compass can seem a bit unnecessary until you get lost on a dark, wintry Adirondack road, as did one of your humble servants. The Montero performed unremarkably through the emergency lane-change course. But then, during one run, it got our attention when we almost rolled it. Given the tipsy-turvy manners of most sport-util­ity vehicles in emergency maneuvers, we’ll chalk up that near-disaster to hap­penstance. As for its steering, we wish Mitsubishi would exorcise the on-center dead spot, but at least there’s an airbag for the driver. “Wins the award for the most steer­ing play,” said one editor. The Montero SR finished fourth, as it did in our May 1992 comparo, but this time it competed in a much pricier segment. Now that’s a step in the right direction. —Don Schroeder1994 Mitsubishi Montero SR215-hp V-6, four-speed automatic, 4742 lbBase/as-tested price: $30,113/$31,332C/D TEST RESULTS60 mph: 9.7 sec1/4 mile: 17.5 sec @ 78 mphBraking, 70­–0 mph: 190 ftRoadholding, 300-ft-dia skidpad: 0.69 gC/D observed fuel economy: 16 mpg3rd Place: Range Rover CountyPurists will most likely assume that some very nice niceties—the sleek leather, the elegant wood trim, the meringue­-smooth drivetrain—have somehow impinged on the expert off-road abilities of this short-wheel-based Range Rover County. For the most part, that is untrue.In the years since the first edition plowed onto the scene in 1970, the Range Rover has received an Eliza Doolittle-style makeover that has elevated it from its util­itarian digs into the realm of luxury sedans. Along the way, it has acquired such dain­ties as power-adjustable leather seats, gen­uine wood trim, and a larger V-8 engine. The last two years have been watersheds for the Range Rover. It gained an all-new long-wheelbase model last year, and a height-adjustable air suspension this year. Our short-wheelbase Range Rover County came equipped with the most com­plete list of luxury amenities in the group—making it, at $47,525, the most expensive of our lot. Features that suck up to the swell set include seats that can be adjusted in eight directions, are heated, and are moved about with a power switch; the aforementioned electronic air suspension; and a 120-watt, ten-speaker stereo. HIGHS: Mellow drivetrain, superb off-road ability.LOWS: Barely amusing Brit notions of body rigidity and ergonomics. VERDICT: Quirks aside, a virtuous blend of on- and off-road performance.These perks didn’t diminish the Rover’s deft off-road handling. Its full­-time four-wheel drive has a lower-ratio gearset for trundling out of truly deep muck. The throttle cooperates by tipping in gently, avoiding right-foot overdoses of tire-spinning torque. With the air suspen­sion at its higher setting, the Range Rover’s approach and departure angles are 33 degrees, which make clearing deep ruts a snap. And should you find yourself high-centered, the air suspension can push down the wheels an additional 2.8 inches in its search for traction. Except for the sumo­-like Land Cruiser, the Range Rover had the least difficulty extracting itself from the various traps that the fellows at Rovers North driving school set for us. It excels as an off-road vehicle, but the Range Rover scores well on pavement, too. The short hood drops cleanly out of sight for an unobstructed view of the road, while a large greenhouse makes it easy to back into parking spaces. That unob­structed view is enhanced by the high seat­ing position. The air springs and good wheel travel (eight inches up front, eleven inches in the rear) added up to the cushiest ride on the freeway, and the torquey V-8 and four-speed automatic felt as civilized as a powertrain from one of Germany’s uber-cruisers.Aside from its price, which was $5894 more than its nearest competitor, the Rover was only hampered by spotty (albeit improved) build quality and hunt-and-peck ergonomics. The cruise control engaged intermittently, the steel hood fluttered at most speeds, and the gaps in the body pan­els were large enough that we could see the interior door lights through them. The horn is located on the end of the turn-signal stalk, the fuel-door opener is on the left side of the steering column, and the seating position feels more Greyhound than Orient Express.Despite the niggles, the Range Rover embodies both luxury and off-road capa­bility. It’s the only sport-utility vehicle, one of us noted, that would be appropriate for retrieving the company chairman at the airport. Being British has done nothing for the cachet of Benny Hill reruns, but it seems to work for aluminum-paneled trucks. —Martin Padgett Jr1994 Land Rover Range Rover County182-hp pushrod V-8, four-speed automatic, 4568 lbBase/as-tested price: $47,525/$47,525C/D TEST RESULTS60 mph: 10.4 sec1/4 mile: 17.9 sec @ 77 mphBraking, 70­–0 mph: 213 ftRoadholding, 300-ft-dia skidpad: 0.67 gC/D observed fuel economy: 15 mpg2nd Place: Toyota Land CruiserDuring the days we spent treading lightly through Vermont’s lovely woods, this Toyota came to be known affection­ately as the Land Bruiser. This impolite appellation seemed to fit a vehicle that cuts a swath 76 inches wide through the forest. Plus, it pounds Mother Earth with more than two and one-half tons of rock­-crushing weight. While none of these vehicles is exactly dainty, this one dwarfs them all.The Land Cruiser’s grand exterior encloses an enormous cabin that can accommodate as many as seven persons, or 91 cubic feet of stuff. The weight is due in part to a granite-like body structure, and as a result, nothing rattles, squeaks, or jig­gles—even when pounding over boulders and plunging across streams. Like other Toyotas, this one also earned high marks for its astonishing assembly quality, intu­itive ergonomics, and sophisticated drivetrain.HIGHS: Impeccable build quality, ergonomic interior, slick and simple four-wheel drivetrain. LOWS: Cumbersome size, weight, and pricetag.VERDICT: Think of it as a Suburban built by Lexus.Full-time four-wheel-drive, with an easily selected low range and center dif­ferential lock, make the Toyota ideal for the on-road customer who is concerned more about occasional bad weather than the prospect of crossing the Rubicon. This system, plus an easily modulated throttle and lots of weight pressing down on aggressive mud and snow tires, gave the Land Cruiser the edge in our climb-the-­snowy-mountain-pass test. However, serious off-roaders should choose one of the smaller trucks. The Bruiser is just too big to navigate between tight rocks and trees without a team of spotters.A huge DOHC six-cylinder engine of 4.5 liters that packed a wallop of 275 pound-feet of torque was able to deliver only mid-pack performance. New all-disc ABS brakes and a well-tuned suspension belie the Bruiser’s size—it came to a stop in the shortest distance, and was second only to the sprightly Jeep on the skidpad and through the lane-change challenge. We’d love to see this hard­ware applied to a lighter, nimbler 4Run­ner-sized package.The Land Cruiser’s sophistication and build quality offer some justifica­tion for its bruiser price of $41,623 and earn it a spot near the top of the class. Its sheer bulk, however, bars it from the winner’s circle. When the dust (and mud) settled, none of us could conceive owning and piloting such a huge truck when a smaller, nimbler, and more fun­-to-drive example is available. —Frank Markus1994 Toyota Land Cruiser212-hp inline-6, four-speed automatic, 5153 lbBase/as-tested price: $34,653/$41,631C/D TEST RESULTS60 mph: 10.7 sec1/4 mile: 17.9 sec @ 76 mphBraking, 70­–0 mph: 178 ftRoadholding, 300-ft-dia skidpad: 0.72 gC/D observed fuel economy: 15 mpg1st Place: Jeep Grand Cherokee LimitedOur search for the most luxurious and most capable sport-utility ended about where it started—on our 1993 Ten Best list. Only one sport-utility vehicle has ever managed to snare a spot on our honor roll, and though it fell off the list this year, the Jeep Grand Cherokee, in V-8-powered Limited trim, continues to be the only sport-ute that makes us forget we’re driv­ing a truck.When the mud-slinging came to an end, only the Grand Cherokee had passed the on- and off-road performance pop quiz with flying colors. Most of the credit due goes to the near-invisible operation of its full-time four-wheel-drive system, which has a viscous center differential that locks up only when extra traction is demanded by spinning wheels. Thanks to it, and even riding atop comfy Goodyear GA all-sea­son highway tires, the Grand Cherokee ascended Smuggler Notch near Stowe, Vermont, in deep snow with ease.The Jeep did not disgrace itself at the Rovers North Off-Road school either, despite being outfitted in upscale Lim­ited trim. Had it been equipped with the Up Country package that includes all-ter­rain tires, front tow hooks, uprated shocks and springs, and skid plates to protect the underside (a $350 option), it would not have gotten stuck in the mud nearly as often as it did.HIGHS: Torquey engine, car-like feel, all-season confidence.LOWS: Thrashy valvetrain, wandering steering, gas-gobbler.VERDICT: A versatile vehicle with few compromises. Though it works remarkably well off-road, the Jeep performed even better in the arena that sport-utility vehicles most often find themselves: on the pavement. It outperformed every other vehicle in the group by a comfortable margin. With its relatively svelte uni­body and smallish overall size, the Jeep was the most car-like of the vehicles in this comparison test. Although it seats five and hauls plenty of luggage, it’s not as tall as its rivals and is thus easier to get into. The challenges of suburbia are easily met by the relaxed power of a 5.2- liter V-8 driving through a well-mannered automatic transmission.This sort of versatility is unexpected in a vehicle marketed as a kind of high-per­formance station wagon. It’s a pity that the brawny V-8 broadcasts so much valvetrain thrash into the cabin, but without that noise, the list of complaints would be a short one: just a little instrument panel reflection, some unconvincing wood trim on the console (it’s good elsewhere), and occasionally wandery steering. None of these are serious flaws, and none deter from its all-terrain fluency. It may not have returned to the Ten Best, but of its kind, the Jeep remains without equal. —Barry Winfield1994 Jeep Grand Cherokee220-hp pushrod V-8, four-speed automatic, 4101 lbBase/as-tested price: $30,113/$31,332C/D TEST RESULTS60 mph: 8.0 sec1/4 mile: 16.3 sec @ 84 mphBraking, 70­–0 mph: 180 ftRoadholding, 300-ft-dia skidpad: 0.75 gC/D observed fuel economy: 16 mpg More

From the July 1998 issue of Car and Driver.With all the tribute that is heaped on the Toyota brand in this country—its near-legendary quality, the bestselling-car status of the Camry—an interesting fact has been lost. No car or truck bearing the Toyota name­plate has ever been sold in this country with a V-8 engine—the iconic powerplant that defined Detroit’s offerings for decades. That changes this year as Toyota rolls out its new Land Cruiser sport-utility vehicle, which now comes with V-8 power. The Land Cruiser needed that engine if it was to have a fighting chance in its marketing niche among SUVs that cost more than $40,000. Its rivals—the Lincoln Navigator and the Range Rover­—have had V-8s all along. The previous Land Cruiser’s 212-hp inline six was as smooth as any V-8, but even when flogged, it never accelerated the 5150-pound Land Cruiser with any enthusiasm. More on the Land CruiserThe new engine was worth the wait. The aluminum heads on this iron-block engine feature double overhead cams and 32 valves, making this truck—and its twin at Lexus, the LX470—the only ones with a four-valve-per-cylinder V-8 available in North America. With 4.7 liters of displacement, it makes 230 horsepower and an even more impressive 320 pound-­feet of torque. Of all sport-utility V-8s, only the Range Rover’s 4.6-liter has a better power-to-displacement ratio. In torque-to-displacement, Toyota’s truck V-8 beats all others by a significant margin. So endowed, the new Land Cruiser’s acceleration is back in the hunt. Sixty mph is 9.4 seconds away, on par with the Range Rover 4.6HSE (9.2 seconds) and the Jeep Grand Cherokee Limited 5.2-liter (9.1 sec­onds). The Toyota will walk away from the four-wheel-drive Lincoln Navigator, at 10.3 seconds. The Grand Cherokee 5.9 Limited, at 7.0 seconds, will maul this Toyota, but we can’t think of an SUV it won’t slaughter at a stoplight.Acceleration, however, is hardly this engine’s strongest suit. This may be the smoothest truck V-8 we’ve ever driven. It winds to its 5200-rpm redline almost without vibration, with the same delec­tably crisp whine of the Lexus LS400’s V-8—the engine that spawned this truck ver­sion.The standard Toyota four-speed auto­matic is as familiar as bar soap. Its shifts are so seamless that you don’t notice them unless you hear the change in engine pitch. A “power” button on the console orders more aggressive upshifts and downshifts. We’ve always thought the transmission should do this automatically in response to throttle application. There’s also a second-gear start mode for better winter and mud traction (selected by another con­sole button), which strikes us as super­fluous on a wagon with full-time four­wheel drive—the only way the Land Cruiser is equipped. These are minor quib­bles about a polished driveline that other­wise makes this Toyota feel expensive.The Land Cruiser’s no-brainer four­-wheel drive does not require any action on the part of the driver. That is, if you’re not getting stuck. Additional equipment is on hand to deal with that situation. There’s a low range, selected by a lever on the center console, for careful off-road creeping. If that doesn’t do the trick, the Land Cruiser’s open center differential can be locked via (yet another) button to ensure a 50/50 front-to-rear torque distribution in slippery situations. Our Land Cruiser offered even more traction thanks to an optional lockable rear differential, con­trolled by one more dashboard switch. With the center and rear diffs locked, the Land Cruiser had ample traction in some muddy dirt piles we discovered in one of metro Detroit’s many new farm-eating housing developments. You could get a locking front differen­tial on last year’s Land Cruiser, but that’s disappeared along with that SUV’s rigid front axle. In its place are unequal-length control arms sprung by torsion bars. Toyota says that they promise not only better traction over difficult terrain, but also more precise handling on-road. The live axle in back remains, but with refine­ments that allow more suspension travel. Yet the Land Cruiser is no nimble road dancer. This is a big SUV, between a Range Rover and a Chevy Tahoe in length and width. In weight, at 5320 pounds, it’s closer to the last Tahoe we tested, and after some time behind the wheel, it’s dif­ficult to ignore its substantial mass, contrary to our earlier impressions. There’s little urgency to the Land Cruiser’s responses, from stepping off at a green light to changing direction. Cor­nering grip of the Michelin LTX tires is a modest 0.68 g, and it takes 208 feet to stop the Land Cruiser from 70 mph, with stan­dard anti-lock brakes. Not bad on either count, but smaller SUVs can do better. To the Toyota’s credit, though, there’s little of the Range Rover’s cornering tip­piness, and the rack-and-pinion steering feels more connected than the recircu­lating-ball system in GM’s Suburban. The ride is supple, particularly at lower speeds, and there’s none of the Expedition/Navi­gator’s jittery ride motions on the freeway. It may not drive like a lithe 4Runner, but the Land Cruiser offers probably the best ride-and-handling combination among the big SUVs. Chalk up some of this to the Land Cruiser’s beefy structure. Toyota says the steel ladder frame is 50-percent more rigid overall than its predecessor. With this SUV’s rubber-mounted steel body, pave­ment joints are a distant thup-thup-thup away from your eardrums. We detected no flex in that body, even when we sunk one wheel into a ditch. This stout-feeling sport-­ute feels like it will remain so for some time. The Land Cruiser can tow up to 6500 pounds, a 1500-pound improvement over the last model. That matches the capability of the lighter Range Rover but falls short of the four-wheel-drive Navigator’s 7700-pound towing capacity. Admittedly, there aren’t many trailers on the road weighing more than 5000 pounds. Consider this: A Land Cruiser could happily tow a Navigator all day long. Lift the rear window and drop the tail­gate, and the Land Cruiser can swallow 39 cubic feet of cargo with the middle seat up and the rear seat removed, and 97 cubic feet of cargo with the rear seats folded. That’s more than the Range Rover, at 31/58 cubic feet, but not more than the Navigator’s 39/112 cubic feet. Just 21 cubic feet can fit behind the Land Cruiser’s optional third seat, which beats the 12 available behind the Navigator’s third seat. The Toyota’s third seat is split, and it flips up like a drawbridge from the middle and can be removed.Three seatbelts are included with that third seat, but with no footwell, it’s best suited for children. Only a sadist would stick even one adult back there. The same can’t be said of the front- and middle-row seats, which can accommodate five people quite comfortably. The passenger com­partment is now 2.8 inches wider and 3.5 inches longer, most of which goes into middle-seat room, although that still trails the Range Rover’s and the Navigator’s somewhat. The middle seat split-folds for­ward for cargo versatility. Toyota has managed to excise any lin­gering Japanese quirkiness from its inte­riors. The Land Cruiser’s is both functional and attractive and seems to meet Toyota’s lofty fit-and-finish standards—an accom­plishment in a SUV of this size. The unadventurous outer flanks aren’t much of a stretch, but at least they incorporate the distinctive fender bulges from the previous Land Cruiser. The prominent grille is defined by big jeweled headlamps.The Land Cruiser follows a pricing trend set by most other Toyotas this decade—meaning bargain hunters are in the wrong place. The $46,370 base price is $4762 more than last year’s model, but that includes power front seats, aluminum wheels, and a CD player, which were options previously. At least that not-insignificant sum buys a significant amount of vehicle. The new Land Cruiser may not be the flashiest sport­-ute on the market, but it offers an unequaled combination of solid refinement, driving ease, and hauling ability. If Toyota’s track record is any predictor, it should be impec­cably reliable, too. Will Toyota have any problem unloading 1000 of these a month, as it hopes? We doubt it. Arrow pointing downArrow pointing downSpecificationsSpecifications
1998 Toyota Land CruiserVehicle Type: front-engine, 4-wheel-drive, 8-passenger, 5-door wagon
PRICE
Base/As Tested: $46,370/$51,639Options: leather seats, $1820; power sunroof, $1155; third seat, $1100; security system with keyless entry, $695; rear differential lock, $410; floor mats, $89
ENGINEDOHC 48-valve V-8, iron block and aluminum heads, port fuel injectionDisplacement: 285 in3, 4664 cm3Power: 230 hp @ 4800 rpmTorque: 320 lb-ft @ 3400 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: control arms/rigid axleBrakes, F/R: 12.2-in vented disc/12.9-in vented discTires: Michelin LTX275/70SR-16
DIMENSIONS
Wheelbase: 112.2 inLength: 192.5 inWidth: 76.4 inHeight: 73.2 inPassenger Volume, F/M/R: 60/47/36 ft3Cargo Volume, seats up/folded: 21/91 ft3Curb Weight: 5320 lb
C/D TEST RESULTS
60 mph: 9.4 sec100 mph: 39.0 sec1/4-Mile: 17.2 sec @ 80 mphRolling Start, 5–60 mph: 9.8 secTop Gear, 30–50 mph: 4.8 secTop Gear, 50–70 mph: 6.5 secTop Speed (gov ltd): 109 mphBraking, 70–0 mph: 208 ftRoadholding, 300-ft Skidpad: 0.68 g 
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMYCity/Highway: 14/16 mpg 
C/D TESTING EXPLAINED More

From the March 1999 issue of Car and Driver.My right foot stomps the accel­erator hard against the narrow floorboard three times in rapid succession as I clang the long-throw shifter up through its heavy-toothed gate. Behind us, 5.7 liters’ worth of V-12 roars like the angry hooves and snorts of a hundred bulls bouncing off the walls of Pamplona. As we pass through 160 mph, an approaching blind curve prompts us to switch pedals. At that moment, a tiny dip in the pavement jounces the front tires into contact with the fender liners, and a whiff of rubber wafts into the cabin. Four of the five senses confirm that we’re not dreaming.What we are doing is storming the twisty byways of the Italian island of Sardinia as guests of Automobili Lamborghini. The fact that this tiny dream-car builder once again has the wherewithal to throw such a party can only mean one thing—that a big, mainstream car company with cavernously deep pockets has once again taken the reins of the raging bull from Sant’Agata.More on the DiabloYes, indeed, this once-faltering manu­facturer of ultra-exotic cars and offshore­-racing boat engines is again standing on solid financial ground. The last time Lamborghini bought us a round of nocella (a regional walnut liqueur) on its home turf, the company was thriving under Chrysler’s corporate wing (1987–94). Then a company in Indonesia took over, and fortunes sagged as capital investment waned and precious resources were diverted to help engineer a Third World econocar. Cost cutting and restructuring in 1997 restored a trickle of black ink, but the challenges of developing new products proved too much for Lambo’s nonauto­motive parent, so last July the company was purchased by Audi.Ah, wind tunnels. Supercomputers. Finite-element analysis. The Lamborghini toolbox now includes world-class equip­ment. We can expect impressive new products in Lamborghini’s future, the first of which should be a 600-horse super­-Diablo (perhaps named Canto), which will be built alongside the Diablo starting in late 2000. Next up, in the 2001–02 time frame, a V-8 Lamborghini is planned for the Ferrari F355 class, and then a super­-sport-ute LM002 successor may follow.But the much-revised 1999 Diablo was the inspiration for this outing. The sleeping devil awakens for 1999 with exposed headlamps (lifted from the late, great Nissan 300ZX) that impart a sly sneer to the Diablo’s visage. They also light up the road better, weigh less, and produce less drag than the old pop-up lights. New 18-inch composite O-Z Racing wheels are the only other exterior modification. Numerous tweaks to the structure boost rigidity by a useful 10 to 15 percent.The interior is far more attractive and hospitable for 1999 thanks to a completely new dash that has electron­ically controlled analog gauges. The fussy, buttony Alpine stereo is out of reach, but the other controls are arrayed in a less ergonomically obtuse fashion compared with those in previous Diablos. Lightweight one-piece bucket seats don’t have a lot of moves—adjustments are limited to fore and aft and a tilt of the entire seat—yet they provide superb support and reasonable long­-haul comfort.Major improvements have also been made beneath the skin since we last tested a Diablo. Last year, the naughty 5.7-liter V-12 got a new Lamborghini­-designed variable-valve-timing system that shifts the intake-cam timing by 20 degrees in a single step. The transition takes place at different engine speeds depending on driving conditions and is imperceptible. Valve lift was also increased, and the intake and exhaust valve were enlarged (by 1.0 mm and 1.5 mm, respectively). To make the most of these breathing enhancements, the fuel­-injection system was upgraded, as was the Lamborghini LIE engine controller.The net result? A fatter torque curve and a boost in output to 530 horsepower at 7100 rpm and 448 pound-feet of torque at 5600 rpm (up from 492 and 428). Can you feel an eight-percent power boost? Is Isabella Rossellini prettier when she’s smiling? Lamborghini claims the new Diablo SV (the rear-drive model) will hit 62 mph in 3.9 seconds. That seems rea­sonable, considering that our fastest rear­-drive Diablo (a taller-geared, 485-hp 1991 model) did 0 to 60 in 4.2. But the com­pany’s claim of 4.0 seconds to 62 mph for the all-wheel-drive targa-top VT seems optimistic. That car weighs 200 pounds more, is harder to launch, and is geared five percent taller than the SV. Our com­puters suggest the difference in perfor­mance should be a half-second or more.Top speed has always been the Diablo’s trump card—our 204-mph test car in 1991 remains the fastest U.S.-legal production car we’ve ever tested. Lamborghini claims a 208-mph top end for VT models without the optional rear wing, and 199 mph for shorter-geared (wingless) SV coupes. Those figures are mathemati­cally plausible, but the string-backed­-glove set should be cautioned not to try that kind of speed in Montana. Top-speed running is best left for high-banked circle tracks such as Nardo in Italy, where a bit of centrifugal force can help to counteract the slight aerodynamic lift that causes the Diablo to become light and darty at speed. The car is highly susceptible to cross­winds, too, as we discovered when we passed from a protected valley onto a wind-swept bridge at 140 mph.The formidable task of “whoa-ing” all that go power is handled by Lamborghini’s first anti-lock brake system, developed with LucasVarity/Kelsey-Hayes. The brake booster, the master cylinder, the calipers, and the rotors were all upgraded for ’98. They slow the car as if it were caught in a tractor beam, and they felt indefatigable during a morning of flogging.Top speed may be the Diablo’s big claim to fame, but this bull is most at home stampeding the twisties. There’s plenty of torque on tap to pull smoothly in any gear from any speed above the engine’s 1200-rpm idle. Immense all-wheel-drive grip in the VT precludes the fun of sliding the car out to nine-tenths on public roads, but it inspires immense confidence at seven- or eight-tenths. The power steering is appro­priately weighted and feels linear and direct, but it’s less communicative than we expected—as if Mercedes had helped with the calibration. Still, the Diablo feels quite chuckable—as 80-inch-wide cars go.The engine note is uniquely Lamborghini. It’s much more guttural than any Ferrari’s—think of a Viper with two more cylinders. The noise is hard to talk over at full wail, but the sounds are com­fortable at cruising speeds. The ride is firm, but it’s never bone jarring with the adjustable shock set to “automatic.” A welcome feature of those shocks is a “lift” position that helps the chin spoiler clear driveway ramps at low speed .For U.S. buyers who dream of owning Lamborghini’s ultimate exotic car, the price should be about $250,000 for the SV coupe and $295,000 for the VT targa. Sound expensive? To paraphrase the word of former company boss Lee Iacocca, If you can find a better 208-plus-­mph factory-built car, buy it!Arrow pointing downArrow pointing downSpecificationsSpecifications
1999 Lamborghini DiabloVehicle Type: mid-engine, rear- or 4-wheel-drive, 2-passenger, 2-door coupe
PRICE AS TESTED (EST.)SV coupe, $245,000; VT targa, $295,000
ENGINEDOHC 48-valve V-12, aluminum block and heads, port fuel injectionDisplacement: 348 in3, 5707 cm3Power: 530 hp @ 7100 rpmTorque: 448 lb-ft @ 5600 rpm 
TRANSMISSION5-speed manual
DIMENSIONS
Wheelbase: 104.3 inLength: 176.0 inWidth: 80.3 inHeight: 43.9 inPassenger Volume: 45 ft3Trunk Volume: 5 ft3Curb Weight (C/D est): 3500–3750 lb
MANUFACTURER’S PERFORMANCE RATINGS
62 mph: SV: 3.9 sec; VT: 4.0 secTop Speed (drag ltd): SV: 199 mph; VT: 208 mph
EPA FUEL ECONOMYCity/Highway: 10/13 mpg  More

From the April 2000 issue of Car and Driver.Saleen Mustangs are unabashed mutants, with bodywork additions that bulge like the lats on Mr. Universe contestants, with wheels and tires that crowd the wheelhousings, and with engines that pulse with supercharged steroids. Of course, they’ve also displayed some of the downsides of steroid abuse in the past, such as grumpy idling, supercharger whine, a jolting ride, and tramlining on longitudinal grooves badly enough to make a bloodhound dizzy. Also, under the duress of our testing procedures, some examples of Saleen’s handiwork have even, uh, failed to go forward. More Saleen Mustangs!But this S281 you see here seems a zebra of an altogether different stripe. Using the overhead-cam 4.6-liter V-8 as a base, and employing a Roots-type Saleen supercharger much quieter than the one we last sampled on Saleen’s S351R (C/D, December 1996), the 2000 S281 is com­paratively civilized in nature. It starts easily and idles smoothly. Although the 2.5-inch-diameter stainless­-steel exhaust system utters a note clearly deeper and gruffer than you hear on the stock Ford, it avoids being obnoxiously boomy, especially at low rpm, where this problem often turns up on aftermarket pipes. The clutch effort is reasonable, and the short-throw shifter that Saleen bolts on works quite well, particularly when you bear in mind that the standard five-speed transmission isn’t the slickest in the business anyway. Low and midrange torque are excellent, providing bright throttle response in almost any gear. You can leave the traffic for dead without breaking a sweat, but the S281 engine will also zip through to its 6000-rpm redline with no sign of reluctance along the way. Perhaps this is what you’d expect from the over­head-cam engine, but it’s undoubtedly helped here by Saleen’s cast-aluminum intake manifold and high-flow (24 pounds per hour) fuel injectors—all managed by custom fuel-delivery calibrations. The last supercharged Saleen we tested (C/D, August 1998) suffered from the lack of an intercooler, but the S281 takes no chances here and wears an air-to-water intercooler squeezed into the engine bay. Saleen claims 350 horsepower for the car in this form, up 90 hp from the stock GT’s 260, and 65 more than Saleen’s own naturally aspirated S281. That’s a colossal jump, and although the car feels significantly stronger on the road, our test results don’t provide hard support for those horsepower num­bers. Yes, our quarter-mile time of 13.8 seconds at 103 mph is quite a bit quicker than a stock Mustang GT’s 14.2 at 98, but is it evi­dence of 350 horsepower? Not really. Saleen’s pub­licity material quotes some performance figures pub­lished by another maga­zine, declaring it went from 0 to 60 mph in 4.8 seconds and turned the standing quarter in 13.4 seconds at 108 mph. We guessed these might have been simple one-way runs, perhaps without weather correction. But when we looked more closely at the num­bers, we discovered that our launches were better, with fractionally quicker times to 30 and 40 mph. Since the supercharged S281 has to be bogged off the line (the clutch must be engaged at low revs to avoid time-wasting wheel­spin), this performance disparity thus appears to be a pure power issue. Even more telling is the performance of our own super­charged—but not intercooled—project Mustang GT (C/D, July 1999). We mea­sured 278 rear-wheel horsepower on a dyno, which translates into about 330 crankshaft horsepower. That car—with 20 less hp and about 150 fewer pounds than the Saleen car—hit 60 mph in 4.9 seconds and blew through the quarter-mile in 13.6 seconds at 103 mph. Perhaps this S281 was just a slow example—who knows? A pretty fair increase in power is evident at higher speeds. The S281 reaches 100 mph 2.1 seconds quicker than the GT. And more convincing yet is the dash to 130 mph—it’s a full 13.5 seconds quicker. The supercharged engine also has the grunt to tow the spoiler-festooned S281 to a top speed of 154 mph, beating the stock GT by 16 mph. Given the extra spoilers and scoops, that velocity increase makes the 350-hp claim more credible. And from the driver’s seat of the S281, there’s an unmistakable increase in torque that is apparent in all driving situations. In fifth gear, the S281 accel­erates from 50 to 70 mph in 8.5 seconds, 1.4 seconds quicker than the stock GT, which has a 3.27:1 axle ratio that is more con­ducive to acceleration than the 3.08 axle used on the Saleen. Couple that with the comprehensive suspension and wheel-and-tire upgrades on our car, and you get dynamics in the realm of race cars.At the skidpad, the Saleen swooped around at a giddy 0.92 g, displaying res­olute roll control and minimal understeer. Out on the track, the car (equipped for our test with optional 10-inch-wide rear wheels and 295/35ZR-18 Pirelli P Zero tires, worth some $995) has such good grip and such ferociously quick turn-in that it makes the stock Ford steering feel extra­ordinarily fast. Cough up another $2600, and you can demand 13.0-inch grooved front discs with four-piston calipers to go behind the Saleen five-spoke alloys. Our car wore standard-issue Saleen brakes—upgrades from the stock Mustang—and these were good for stops from 70 mph in just 160 feet, a notable achievement for a 3540-pound car. With the sticky tires and well­-tied-down chassis, this all adds up to a scarily fast car at the track. We had to restrain ourselves at our brief track session to keep the red mist at bay and to guar­antee an unwrinkled car at the photo shoot. It’s not that the Saleen S281 has any nasty surprises up its sleeve. It’s just that the cornering speeds are high enough to make any little lapses of concentration potentially expensive ones. Naturally, the aggressive setup compromises the car’s ride on rough surfaces, where it hammers and jolts over the worst surface imper­fections. Owing to its urethane bushings, the ride is not quiet, either. And—as expected—the solid rear axle does its usual dance on corrugations as well as its oblig­atory wag on big one-wheel bumps. But for what it is, the S281 is surpris­ingly usable and perfectly capable of com­muting and touring roles. And at $33,182 with the supercharger but without the wheels and tires, it isn’t wildly unafford­able. Hey, that’s 350 (or so) horsepower and a race-bred chassis for 33 large. Is this a great country, or what? Saleen Inc.2735 Wardlow RoadCorona, CA 92882800.888.8945Arrow pointing downArrow pointing downSpecificationsSpecifications
2000 Saleen Mustang S281 SuperchargedVehicle Type: front-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
PRICEAs Tested: $34,177
ENGINEsupercharged and intercooled SOHC 16-valve V-8, iron block and aluminum heads, port fuel injectionDisplacement: 281 in3, 4601 cm3Power: 350 hp @ 5000 rpmTorque: 410 lb-ft @ 3000 rpm 
TRANSMISSION5-speed manual 
DIMENSIONS
Wheelbase: 101.3 inLength: 183.2 inCurb Weight: 3540 lb
C/D TEST RESULTS
60 mph: 5.1 sec100 mph: 12.8 sec1/4-Mile: 13.8 sec @ 103 mph130 mph: 24.4 secRolling Start, 5–60 mph: 5.5 secTop Speed (drag ltd): 154 mphBraking, 70–0 mph: 160 ftRoadholding, 300-ft Skidpad: 0.92 g 
C/D FUEL ECONOMY
Observed: 15 mpg
EPA FUEL ECONOMYCity: 17 mpg 
C/D TESTING EXPLAINED More

It’s hard to avoid feeling melancholy upon seeing the 2024 Ford Mustang Dark Horse. Forget for a moment that we’re at Charlotte Motor Speedway and about to drive the Roval; the looming extinction of the V-8 pony car hangs like a black cloud on this hot, humid day. Hey, at least the end is just beginning. The Dark Horse looks appropriately ominous painted in darker hues, like Vapor Blue Metallic, which reduces the contrast with the black elements on the hood and in the area engulfing the headlights and grille that looks like goth lipstick. As with the 2024 Mustang EcoBoost and GT, the exterior styling and the new interior with its dual-screen dash represent the most significant changes to the car, now in its seventh generation. Your reception to both is likely tied to your age and reverence for the iconic nameplate. More on the Mustang Dark HorseWe’ll push that debate aside along with the melancholy because, as we mentioned, we’re at Charlotte Motor Speedway and about to drive the Roval. From Mach 1 to Dark HorseConsider the Dark Horse an evolution of the spectacular outgoing Ford Mustang Mach 1. And that car, the quickest in our Lightning Lap LL2 category (for cars under $65,000), isn’t a bad place to start. Aside from the exterior and interior, the changes to the chassis and powertrain are comparatively minimal but welcome. Pop the hood and the “5.0” badge sits prominently atop the double-overhead-cam 32-valve V-8 with its new dual-throttle-body intakes that snake down to enlarged openings in the bumper. Along with improvements also seen on the GT, the Dark Horse engine gains forged connecting rods from the GT500. In conjunction with strengthened camshafts and unique engine tuning, the engine makes 500 horsepower, neatly matching that of the 2007 GT500, which used a supercharged 5.4-liter V-8. Driving the Mustang Dark HorseEvery single pony feels present and accounted for. Their furious sound echoes proudly off the Roval walls as they propel this nearly 4000-pound coupe easily into triple-digit speeds. Of the standard active exhaust’s four modes, Normal, Sport, and Track start at Very Loud and progress to Even Louder. We sheepishly admit to putting it into Quiet mode on the road drive to minimize droning. A six-speed manual is standard, and it’s the transmission you should get—consider this your duty as a red-blooded American when it’s offered in a rear-drive car with a V-8. As with the previous-generation Stang, a transmission divide exists between the GT and the track-oriented trim levels. Whereas the GT retains its Getrag MT-82, the Dark Horse uses the Tremec TR-3160 from the Mach 1 and the dearly departed Shelby GT350. Nevertheless, both transmissions feature automatic rev-matching (that you can disable) and permit no-lift shifting, where you keep the gas pedal pinned during a quick upshift. If you’d rather abdicate a degree of driving enjoyment, the 10-speed automatic ($1595) will certainly produce quicker acceleration and lap times. During our drive, the shift logic in Track mode was smart enough to keep the car in the correct gear for most corners, and it made satisfyingly quick gear changes at 7500 rpm (the manual has an annoying soft limiter 250 rpm earlier than the indicated redline). If so far this sounds similar to the Mach 1, that’s because it is. A smattering of changes includes larger anti-roll bars, different chassis tuning, and the other upgrades made across the Mustang line, like speeding up the steering ratio and improving the system’s overall rigidity. While 19-inch Pirelli P Zero PZ4s measuring 255/40 front and 275-40 rear are the standard fitment, the biggest impact comes from the new Pirelli Trofeo RS tires, available optionally as part of the Handling package ($4995) and sized 305/30 up front and 315/30 at the rear. You may recall the Trofeo R tire for famously being optional on the McLaren Senna and standard on the Camaro Z/28. The RS is an evolution of that design, focusing on delivering extreme traction but with longer life. For example, while the R’s treadwear rating was 60, the RS’s is 180. The Michelin Pilot Sport 4S and Cup 2 on the former Mach 1 were quite magical. We’re curious how the new Pirelli will subjectively compare. So equipped, the sheer traction means the Dark Horse delivers confidence quickly and easily. Within a lap or two, we’re able to keep the gas pinned through the banking while accelerating above 100 mph. The development team also credits the tires for improvements in on-road refinement, primarily a significant reduction in the tramlining that was so prevalent on the GT350 and Mach 1. Nearing 135 mph at the big braking zone leading into the infield, the Brembo six-piston front calipers bite hard on 15.4-inch rotors (the four-piston rear calipers clamping 14.0-inch rotors help too), delivering tremendous stopping force that, in conjunction with the standard magnetorheological dampers, keeps the Dark Horse stable and controlled. Twice in this spot, though, the auto rev-matching didn’t activate during the three-two downshift. The cars we drove were pre-production, and no one else at the event voiced a similar complaint. Nevertheless, this failure in the trust fall that comes with learning a new track added some hesitancy. Similarly, while tire grip is ever-present, the steering lacks crucial communication when turning in or adjusting midcorner. While the wheel is direct and accurate to the direction it’s pointed, it tells you little about the front tires’ behavior. You notice their limits and sense the road texture by listening to them (assuming you aren’t being deafened by the exhaust) or by feeling it through the seat. The Torsen limited-slip rear differential transmits power to the ground effortlessly, and the Dark Horse’s limits are generous when you do stumble through them. In Track mode, Ford’s AdvanceTrac stability-control system allows for small, encouraging amounts of slip that you can maintain and correct. It’s a nice tool to lean on for novices or track first-timers, especially on the Roval, which favors walls in lieu of runoff. Complaints are minor. First, neither the base nor the optional Recaro seats ($1650) provide sufficient lateral support for skinnier drivers, meaning you’ll want to invest in a kneepad or risk bruising your knee from bracing it against the unforgivingly rigid door armrest. Second, those without mechanical empathy might find the manual’s no-lift-shifting feature a touch slow. Ford reps say this is intentional, so as not to upset the rear when you have a small amount of steering in. We’d prefer to control the shift ourselves midcorner and shift as quickly as possible on the straights. And there’s this: In the Track mode gauge-cluster configuration, the bar-style tachometer goes to 9000 rpm, even though you’re shifting around 7000 rpm, leaving some two inches of useless red bar staring back at you. Mustang Dark Horse pricingThe Dark Horse starts at $60,865 (including destination), or roughly where a Mach 1 loaded with its Handling package, Recaro seats, and a few other options ended up. And very much like that car, the Dark Horse performs on track while delivering pleasing on-road manners. While the opaque comms from the front end mean it lacks the poise and sharpness of the also-not-long-for-this-world Chevy Camaro and its 1LE variants, whatever dynamic shortcomings exist don’t really matter. The Mach 1 was already quicker at Lightning Lap, and the improved Dark Horse is—and this bit is crucial—actually on sale. While the end may be coming for V-8 pony cars, the Mustang Dark Horse is here now. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Ford Mustang Dark HorseVehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base: $60,865
ENGINE
DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injectionDisplacement: 307 in3, 5038 cm3Power: 500 hp @ 7250 rpmTorque: 418 lb-ft @ 4900 rpm
TRANSMISSIONS
6-speed manual, 10-speed automatic
DIMENSIONS
Wheelbase: 107.0 inLength: 189.7 inWidth: 75.5 inHeight: 55.2 inPassenger Volume, F/R: 55/30 ft3Trunk Volume: 13 ft3Curb Weight (C/D est): 4000–4050 lb
PERFORMANCE (C/D EST)
60 mph: 3.8–4.3 sec100 mph: 8.3–8.7 sec1/4-Mile: 11.9–12.3 secTop Speed: 165 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 16–17/14–15/22–23 mpgDeputy Editor, VideoFrom selling them to testing them, Carlos Lago has spent his entire adult life consumed by cars. He currently drives the creative behind Car and Driver video. More

Henrik Fisker is a jack of all trades. After a career as a designer at BMW (credits include the Z8) and Aston Martin (the DB9), the young entrepreneur landed his first flop with Fisker Coachbuild, which earned a dubious reputation for disimproving a small batch of BMW 6-series and Mercedes SL models. Not much later, things got a lot worse when the Karma, a pretty yet overhyped and underdeveloped full-size plug-in-hybrid sedan, hit the wall. As a result, Fisker Automotive filed for bankruptcy in 2013. Nearly three years later, the reborn Fisker Inc. rose from the ashes. Fresh money from various investors funded this restart, which after some to-ing and fro-ing focused on the all-electric Ocean crossover first shown at the 2021 L.A. Auto Show. Only 20 months later, deliveries just started with the limited-edition One priced at $71,437.More on the Fisker OceanFisker is a truly gifted car designer, and the Ocean once again shows his talent. Well proportioned and intelligently engineered, the new neo-SUV marries European functionality and Californian lifestyle in a clean, compact wrapper. When the plan to use Volkswagen’s MEB platform faltered, the Austrian design-build firm Magna Steyr (which had done the Jaguar I-Pace) was put in charge of R&D and production. Despite a slow ramp-up, the company still expects to complete 50,000 units this year and 70,000 in 2024. “With the Ocean, we are offering stuff nobody else has,” claims the ever-optimistic Danish-born CEO. He identifies unique selling propositions as “the longest range in its segment, a rotating in-dash screen that can be fixed in the vertical or horizontal position, a power liftgate with a roll-down window, 50 kilos [110 pounds] of recycled materials, bidirectional charging, and the California mode that opens all the windows and the sunroof at the touch of a single button.”Driving the Fisker OceanLike most modern EVs, the Ocean targets young digital buyers who prefer touching, zooming, and swiping to flicking a switch or turning a key. There isn’t even a start button—simply pull the column-mounted lever into drive or reverse, and off you go. But before setting sail, don’t forget to adjust the steering wheel via two controllers built into the spokes, dial in the preferred regenerative braking action (low, medium, or high), and choose from three drive modes labeled Earth, Fun, and Hyper. Hyper unlocks a boost feature, which is limited to 500 full-throttle acceleration stints. From a standing start, the 564-hp top-of-the-line version can allegedly beam itself to 60 mph in 3.7 seconds, even with energy-saving special-compound 22-inch Bridgestone Potenza tires that are not exactly world champions in terms of grip.We drove the all-wheel-drive Ocean One equipped with a 106.0-kWh battery, which has a nickel-manganese-cobalt chemistry and promises an EPA range of 360 miles with the 20-inch wheels. If two days of spirited motoring on Austrian two-lane roads are anything to go by, this claim is reasonably realistic. The 800-volt system offered by Hyundai and Kia would have been nice to have, but the Fisker must do with 400 volts and a maximum intake rate of 200 kilowatts, which stretches the 10 to 80 percent recharge time to a leisurely 34.5 minutes. The battery pack is protected by a 10-year/100,000-mile warranty. Together the two e-motors produce 564 horsepower and 543 pound-feet of twist action, with the torque split evenly between the axles. Variable torque vectoring, a.k.a. Smart Traction, is still in development. (We’re told Magna needs a little more time on Arctic ice to fine-tune the stability-control and traction-control electronics and adapt them to their mechanical sparring partners.) Also not yet available is the advanced driver-assist system update that uses radar and ultrasound sensors in combination with digital cameras for improved object recognition and quicker responses.True to its name, the Ocean can be anything from a smooth swell to a veritable whitecapped storm. We did not spend much time in Earth mode, which promises to take you to the moon and back on a single charge but has a tranquilizer effect on the drivetrain and is clearly more interested in regenerating energy than spending it. Fun mode is exactly that because it speeds up the throttle response, lets the car’s considerable mass and momentum do their thing on a longer leash, and dishes up the full-course menu of power and torque. On wet pavement, Hyper is almost too much of a good thing. The accelerator reacts to driver inputs like a hungry Doberman greeting the mail carrier, the steering bites with instant vigor, and the electronic accident-prevention squad unleashes stability control rather late and in an uncouth manner. Depending on the type of surface and the urge of the torque feed, the transition from energy-saving front-wheel drive to traction-focused all-wheel drive varies from imperceptible to brutal.Fisker Ocean InteriorThe Ocean welcomes passengers with first-class seats, plenty of legroom and headroom, and good all-around visibility. Trimmed in a tasteful mix of synthetic materials, the cockpit is plain but not austere. The small digital instrument cluster behind the steering wheel is flanked by a large upright monitor. There is no head-up display or glovebox, but there is a so-called taco tray and a drawer under the driver’s seat. The main in-cabin novelty is the rotating center screen that changes its format from portrait to landscape. The content can be mixed and matched to the user’s liking, but you typically look at a large navigation map topped by a pictogram of the car in traffic. Right below it sits a floating island of buttons offering direct access to temperature control, fan speed, audio volume, and window defrosting.Well equipped, roomy, practical, quiet, and stylish, the Fisker is an entertaining multipurpose tool. It rides well if not with quite the same depth and malleability as a Volkswagen ID.4; it ticks all the essential performance boxes, including for top speed (128 mph); and the consumption-versus-range equation also looks promising, at least on paper. The steering is, however, a little light and not quite as quick as expected, and the wide turning circle needs to tighten its belt one notch. The brakes have no trouble reeling in more than two tons of EV again and again, and they respond with welcome eagerness, but a more progressive deceleration would be welcome. Smart Traction and the dynamic torque vectoring that comes with it should improve the somewhat edgy handling and boost confidence at the limit. We’d also like to see adaptive dampers to squash the exaggerated body motions over bumpy pavement.Fisker Ocean PricingPricing starts at $39,937 for the 275-hp Ocean Sport, which isn’t the fanciest item in the valet corral but has everything one needs except perhaps a second motor, more oomph, and all-wheel drive. The $52,437 Ultra offers exactly that along with the big battery, a nicer sound system, and the Open Sky sunroof. If you want all the goodies, the Extreme is the model to go for. At just over $70K before options, this version is priced uncomfortably close to more seasoned premium EVs, such as the $75,595 Audi Q8 e-tron, the $76,050 Mercedes EQE SUV, the $67,550 Genesis Electrified GV70, and the Tesla Model Y Performance, which is a steal at $58,630. In terms of perceived quality, the Fisker looks and feels more like the Tesla than the legacy-brand competitors, but as a cool anti-establishment family cruiser with a strong lifestyle twist, the Ocean is bound to make waves.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Fisker Ocean OneVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: $71,437
POWERTRAIN
Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 564 hpCombined Torque: 543 lb-ftBattery Pack: liquid-cooled lithium-ion, 106.0 kWhOnboard Charger: 11.0 kWPeak DC Fast-Charge Rate: 200 kWTransmissions, F/R: direct-drive
DIMENSIONS
Wheelbase: 115.0 inLength: 188.0 inWidth: 83.5 inHeight: 64.1 inPassenger Volume, F/R: 55/50 ft3Cargo Volume, behind F/R: 32/17 ft3Curb Weight (C/D est): 5400 lb
PERFORMANCE (C/D EST)
60 mph: 3.7 sec100 mph: 9.2 sec1/4-Mile: 12.1 secTop Speed: 128 mph
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 90–100/95–105/85–95 MPGeRange: 320–360 miContributing EditorAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8”, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

From the November 1997 issue of Car and Driver.We were waiting in the paddock of the test track at Porsche’s Weissach development center when we heard the unmistakable, strident cry of the engine—even before we’d caught a glimpse of the car. The flat-six cadence, the raspy exhaust, the cam-chain whine, and the intake rush were being generated, unmistakably, by a 911 with the hammer down. As the car rounded the corner, we recog­nized the familiar profile, the characteristic side-window outline, and the muscular curves of the body that randomly reflected the bright sun of southern Germany. When the car rolled closer, however, we noticed that the fender bulges were not quite as pumped as we’d remembered. Nor was the windshield as upright. And the characteristic old-fashioned rain gutters and the air extractor above the rear window were nowhere to be found. More Archive 911 Carrera Reviews and Buying AdviceSuch changes could not be possible without a complete redesign of the basic 911 body shell that has remained largely unchanged since the car’s debut at the 1963 Frankfurt auto show, back when John Kennedy was President. Sure enough, the car that now pulled off the track was the first com­prehensive redesign of the car that has come to embody the heart and soul of Porsche. Known internally as the 996, this new 911 will arrive in the U.S. next spring as a ’98 model. Other than the Carrera moniker, it car­ries over little from its illustrious predecessor. In fact, it is much more closely related to the new Boxster, sharing that model’s headlights, doors, hood, and front fenders.Parked next to a current 911, internally dubbed the 993, other changes become evident. The muscu­larity of the older car’s bulging fenders has been reduced because the 996 is much wider across the doors. The entire tail end of the car is higher than before, for improved aerodynamics and packaging. The vent window panes are gone. The door handles are semi-flush. The roofline flows more smoothly from the windshield. Still, the 996 remains unmistakably a 911.Inside the familiar shape there’s a more spacious package, thanks to the wider body. The wheelbase is 3.1 inches longer, mostly ahead of the front seats. As a result, the front wheel wells don’t push the front occupants’ feet toward the center of the car as much, and the pedals are better aligned with the steering wheel, which is now attached to a tele­scoping column. With room for a proper dead pedal, the driving position is better than in any previous 911. Visibility remains excellent in all directions. Leg room, head room, and shoulder room have also been increased to accommodate the expanding dimensions of latter-20th-cen­tury humans, or so says Porsche styling chief Harm Lagaay. He’s also very proud that there’s a little more room in those rear seats. Although they’re still not suitable for adults, the age of the average child that can fit in them is up from 10 to, oh, 11. More important is the addition of a small luggage area under the rear window that becomes truly useful when the rear seats are folded. Despite a 3.6-inch-longer front overhang, however, trunk volume has grown only fractionally, even though the capacity of the front-mounted fuel tank has shrunk from 19.4 to 16.9 gallons. Oddly enough, despite the general increase in size, the new 911 has also lost its glove box to a new passenger-airbag loca­tion and knee bolster. That, however, is the last creature-comfort-related criticism we have about the 996. The seats are straight from the Boxster and very supportive. The mid-engined model also donated its modern, fully automatic climate-control system. Height-adjustable anchors enhance seatbelt comfort. The power windows glide up and down at a single touch. Side airbags have been installed.Those who know the 911 as one of the most visceral, charismatic sports cars on the planet might be concerned that our emphasis thus far on space, comfort, and crash protection sug­gests these were Porsche’s top priorities in the design of the 996. We are pleased to report that such suspicions are unfounded.Despite its increased size, the 996 is about 110 pounds lighter than its predecessor. This combines with a power increase from 282 to 296 hp and a reduction in the coef­ficient of drag from 0.33 to 0.30 to yield better performance. Porsche claims a top speed of 174 mph for the new car and a 0-to-60 time of 4.9 seconds, which would make it 0.2 second quicker than the 993. That’s a conservative claim, as we have tested 993s that hit 60 in 4.6 seconds. The additional power comes from a bored-and-stroked ver­sion of the four-cam, 24-valve, water-cooled flat-six engine that made its debut last year in the Boxster. Its displacement has increased from 2480 to 3387 cc. The valves and the ports are upsized accordingly, and as with the Boxster, the timing of the intake camshafts is regulated by the VarioCam system. In addition, the 911 gets a different intake manifold with a crossover pipe connecting the left and right plenum chambers. A valve in this crossover is closed between 2700 and 5100 rpm and open in the rest of the rev range to enhance breathing. As a result, the big engine’s 296 hp at 6800 rpm works out to eight percent more power per liter than the Boxster version’s 201 hp at 6000 rpm. The 996 weighs within a few pounds of the Boxster, so this highly invigorated powerplant feels very potent. Unlike the Boxster, which feels a bit soft at low rpm, the 996 is gutsy from just off idle all the way to its 7200-rpm redline. A new, stronger gearbox, with six gears rather than the Boxster’s five, makes the most of this power. Although we had no opportunity to test the 996, we ran it up to an indicated 161 mph on a crowded autobahn. Wind noise was remarkably low, and the car was hardly tapped out.At that speed and below, the new model is impressively stable. In addition to its low drag coefficient, the new body has little aerodynamic lift, with slightly more in front than in back to promote high-speed understeer. As before, a movable rear spoiler helps achieve this sta­bility, and it emerges at 75 mph now rather than at 55 because the water-cooled engine no longer needs the spoiler to enhance cooling. (If a police officer cites the deployed spoiler as evidence that a 996 driver was speeding, he or she can claim that the spoiler was deployed manually with the switch on the dash.) Underneath, the 996’s front suspension is very similar to the strut arrangement on the Boxster—it uses gas shocks, coil springs, two-piece lower control arms, and an anti-roll bar. In the rear, how­ever, the 996 is fitted with a multilink setup that is different from both the 993’s and Boxster’s strut designs. At both ends, most of the suspension pieces are fabricated from aluminum to save weight. This suspension yields the most benign handling we’ve ever experienced on any 911 variant, and it has an uncanny combi­nation of responsiveness and stability. The nose of the car responds immediately and directly to the slightest steering inputs; it is also the nose that slides first as you increase the pace. Meanwhile, the tail stays resolutely in place—it refused to break loose even when we applied full power in second gear while exiting a tight switch­back in the rain. Mind you, this experiment took place at a cornering speed that would have occu­pants of the car hanging from their seat­belts or plastered against a door. Standard equipment on the new model are large, sticky 17-inch tires that feel very grippy. Their traction is fully exploited by larger versions of the Boxster’s aluminum one­-piece calipers that squeeze large-diameter cross-drilled brake rotors. As on previous 911 variants, these brakes feel powerful, consistent, and immensely reassuring. Ride comfort seems much the same as in the current 993 models, even though the 996 no longer uses a rubber-isolated rear subframe. The suspension communicates comprehensive information about the road’s surface, shape, and texture while somehow managing to round the sharp edges of severe bumps and holes. For now, there is only a rear-drive Car­rera coupe. But cabriolet prototypes are already running around, and Carrera 4s, Targas, and Turbos can’t be far behind. Pricing hasn’t been announced, but we expect no major increases over the $67,000 sticker of a current Carrera, thanks to the economies realized by sharing so many components with the Boxster. That said, Porsche’s engineers and designers have done a miraculous job of preserving the traditional 911 image and character. With its enhanced comfort, the new 996 is more everyday usable than its predecessors. And it’s even faster. Car and DriverArrow pointing downArrow pointing downSpecificationsSpecifications
1998 Porsche 911 CarreraVehicle Type: rear-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
ESTIMATED BASE PRICE$68,000
ENGINEDOHC 24-valve flat-6, aluminum block and heads, port fuel injectionDisplacement: 207 in3, 3387 cm3Power: 296 hp @ 6800 rpmTorque: 258 lb-ft @ 4600 rpm 
TRANSMISSION6-speed manual or 5-speed automatic
DIMENSIONS
Wheelbase: 92.5 inLength: 174.4 inWidth: 69.5 inHeight: 51.4 inPassenger Volume, F: 48 ft3Trunk Volume: 5 ft3Curb Weight: 2900-3000 lb
MANUFACTURER’S PERFORMANCE RATINGS
62 mph, manual/automatic: 5.2/6.0 sec124 mph, manual/automatic: 18.3/20.4 secTop Speed (drag limited), manual/automatic: 174/171 mph
PROJECTED FUEL ECONOMY (C/D EST)City, manual/automatic: 19/19 mpgHighway, manual/automatic: 28/26 mpg Contributing EditorCsaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and LeMons racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, and trio of motorcycles—when not skiing or hiking near his home in Colorado.  More

From the July 1994 issue of Car and Driver.Visitors to the Toofar North will tell you that Michigan’s long winters limit us to two seasons—August and Road Closed. But there is an ersatz spring, meaning the first warmth registered by exposed human flesh and thus sufficient for dropping a convertible’s top, presum­ing the car has a heater hot enough to burst knackwurst. The new Volkswagen Cabrio possesses such a heater (mind the toes). Thus we hot­footed it down to southeast Ohio, where byways romp through the greening hills, because nothing makes the tootsies warmer and a driver cooler than wheeling a new ragtop. More VWs From the ArchiveFor the surgically precise roofectomy on the Golf, Volkswagen has called again on the services of Karmann Coachworks in Osnabrock, Germany. Its latest pop-top arrives 39 years after the famed Beetle Convertible and 16 years after VW’s blocky Rabbit Convertible. The Rabbit version was the one known everywhere but here as the Golf Cabriolet, and its towering bustle gave it the look of a hopalong bunny hutch, maybe explaining its Amer­ican name. The Rabbit and its lookalike successor, eventually called the Cabriolet here, too, produced enough offspring to overrun sunny avenues from West Palm Beach to Waikiki.The old Golf was not notably willowy, but Volkswagen says the new one is 20-percent more rigid. Its integral “basket-handle” roll bar increases rollover protection and torsional rigidity. Stiffness has also been added to the floor, dash, nose, and tail, improving handling and safety and cutting cabin noise. After pounding at length over lumpy back roads, we heard a buzz in the dash, a hint of resonances more easily drummed loose in early Rabbits and Golfs. HIGHS: Beefy unity of styling, polished drivetrain, top that disappears as quickly as a burrito. The roll bar anchors three-point belts for the driver and front passenger (the rear seat also offers three-pointers); dual airbags are fitted as well. Volkswagen’s safety features have produced a convert­ible whose side-impact protection already meets 1997 U.S. safety standards. But the passenger bag eliminates the glovebox and there’s no console for tucking away, say, the Hope Diamond. There is, however, a standard central­-locking system with alarm. We never set off the alarm system, which qualifies it as foolproof.VW says the cabin’s size—enlarged 11 percent—makes the Cabriolet “a true four­-passenger vehicle” (accurate if all four are average in size), adding that it provides more legroom and shoulder space, plus more headroom for front-seaters, than BMW’s coveted 3-series softtop. Out back, the new bodywork has been hol­lowed out for a one-third increase in trunk space. That’s good news considering what an eensy cubbyhole was squeezed into the old Cabrio. The current trunk’s usable eight cubic feet is much more accessible thanks to a bigger lid. Dropping the top takes less time than eating a burrito (scientifically roadside tested), even without consulting a manual. Although not power-operated, this is one of the easiest-lowering tops we’ve experi­enced. Inside, above each front side win­dow, is a safety tab that releases a pull­down lever, which can also function as a grab-handle when the top is up. These flip down easily to unlatch the roof. If you’ve cycled a lever-action rifle a thousand times to smooth its action, you’ll find these effortless, and the top drops slick as a greased pig on Teflon (piglets, don’t try this at home). Pull the top back and fold it down into its storage well. Take the van­ity booty from the trunk and put the cover over the top. To remove bulges, tuck the cover’s tail behind the rear seatback (which can also be folded to allow long luggage). Two small retaining clips with finger-ring releases, like baby NASCAR hood pins, keep the cover from flapping in the breeze. LOWS: Minimal power increase, peekaboo gauges, lone dash buzz.Very slick, as expected of Karmann’s fussless tops. This one’s six layers, all hand-fitted, are meant to provide “superior insulation from extreme heat and cold,” and they should. The glass rear window, unlike plastic backlights, provides a clear view and good defrosting. Best of all, Kar­mann listened when VW said to make this Cabrio’s top so it wouldn’t tower so much like the afterdeck of the USS Constitution over the car’s dinghy dimensions, à la the previous Cabriolet.Now the Cabrio’s silhouette is lower, wedgier yet rounder, less vertically rec­tangular. Its stance is broader. Yet even with the top up, you’ll find headroom enough for Montana 12-gallon hats (though the buckaroos won’t be pining for the VW, there being too little room for long guns in the back window). The Golf’s power windows can all be run fully down for open airiness, or up to create, along with the windshield, a flying cubbyhole against the elements. As mobile havens go, the VW is hand­somely designed and beautifully put together. Good looks mark the dash lay­out and controls—except that the driving position has maybe been laid out for short, wide folks (sorry, persons both vertically and horizontally challenged). The pedals are close, the wheel is somewhat far away, though not off in the north-40 as in pre-­airbag Volkswagen Passats. However you set the tilt wheel or seat adjustments (fore, aft, tilt, height, backrest angle), you may not find a really prime fit. If you set the seat for control, you may need to dip your head to see, beyond the wheel, the tops of the speedometer and tach—reported hid­den from as much as 40 mph to 100, and 2250 rpm to 5400. And while we all want a cabrio to “bring in the elements,” low sun regularly blazes in past the VW’s tiny visors. (Also, where are our quad visors?) VW’s premium AM/FM/cassette stereo is much better than the company’s once-tinny offerings. It includes CD-ready controls for an optional remote changer.What we heard too much with top up and stereo off was tire noise from bad roads—no whine but a lot of roar and thump. The suspension is still semi-inde­pendent but kitted out with bigger wheels and tires, 6.0-inch rims in Goodyear Eagle GA M+S 195/60HR-14s. They dislike truck ruts, jostling as if to say our roads should be as good as German ones. Handling that feels fine when cruising through farmlands feels squishy and reveals bump-steer when pressed harder through lumpier country. VW may also be using softish suspension to spare the con­vertible structure in the long run, and the Eagle GAs help the ride. (German car companies tend to poo-poo aggressive tires for America’s cruiser-class drivers.) Even so, the Cabrio deftly carves around the skidpad at 0.81 g, and firm and linear anti-lock brakes easily burn off speed. Lowly rear drums partner the front discs but help stop the Cabrio handily from 70 mph in 182 feet, and without fade.Major improvements in the clutch, shifter, and five-speed transaxle (elec­tronically controlled four-speed automatic optional) have turned the Golf’s power delivery from balky to silky, especially its appetite for heel-and-toe downshifts. The Golf’s 115-horsepower 2.0-liter engine is a substantially revised design, too, but these days, its single overhead cam makes it something of an “underaspirer.” Yet with just two valves for each of its four cylinders, its torque and smoothness in everyday driving make it feel almost as slick as a six. Credit its long stroke and oodles of engineering in its intake system. It makes 25 hp more than the old 1.8-liter four-cylinder and, despite 400 pounds added to the new Cabrio, cuts the 0-to-60 time from 11.6 seconds to 10.3. If that doesn’t make today’s Cabrio a barn-burner, its easy running suggests it’s up to more than warming the spirits and toasting a few toes. Its feel improves mag­ically when you put the top down: the wind carries away worries, and your mood soars. VERDICT: A slicker looker­—needs a sucker punch.With alloys and A/C for less than 22 grand on the drive-home meter, this is one cab that’s easy to take. With a bit more muscle, it would be hard to catch. Arrow pointing downArrow pointing downSpecificationsSpecifications
1994 Volkswagen CabrioVehicle Type: front-engine, front-wheel-drive, 2+2-passenger, 2-door convertible
PRICE
Base/As Tested: $20,365/$21,800Options: air conditioning, $850; alloy wheels, $585
ENGINESOHC inline-4, iron block and aluminum head, port fuel injectionDisplacement: 121 in3, 1984 cm3Power: 115 hp @ 5400 rpmTorque: 122 lb-ft @ 3200 rpm 
TRANSMISSION5-speed manual
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 10.1-in vented disc/7.9-in drumTires: Goodyear Eagle GA M+S195/60HR-14
DIMENSIONS
Wheelbase: 97.4 inLength: 160.5 inWidth: 66.7 inHeight: 55.1 inPassenger Volume, F/R: 51/30 ft3Trunk Volume: 8 ft3Curb Weight: 2790 lb
C/D TEST RESULTS
60 mph: 10.3 sec1/4-Mile: 17.6 sec @ 77 mph100 mph: 42.0 secRolling Start, 5–60 mph: 10.9 secTop Gear, 30–50 mph: 11.3 secTop Gear, 50–70 mph: 14.9 secTop Speed (drag ltd): 109 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft Skidpad: 0.81 g 
C/D FUEL ECONOMY
Observed: 26 mpg
EPA FUEL ECONOMYCity/Highway: 23/30 mpg 
C/D TESTING EXPLAINED More