2013 Audi A6 3.0T

When it comes to throwing down $50k on a car you probably want to know that your car is fully capable of delivering on every single aspect. In this article we look at the 2013 Audi A6 3.0T and see if it’s worth the money. The Audi A6 has always been a sharp looking vehicle that was bread to compete against rivals such as the BMW 5-Series and the Mercedes-Benz E-Class. Here is my take on the Audi and that is you get a luxurious vehicle that has an underpowered yet refined engine under its bonnet. Audi sits behind Lexus, Mercedes-Benz and BMW in quality and has a hard time competing with other vehicles in this area but if you are looking at one of these cars then you are more than likely looking at a lease option so therefore don’t worry about it. If you are looking at actual ownership of the Audi A6 I would hope that you plan to keep it forever and ever as the depreciation will be severe and it could be a hard vehicle to get sold in the future. The reason being is many individuals get scared when you mention forced induction and 100k miles on the OD. Usually this is about the time when bad things can happen but with this being a supercharger and not a turbo can help out plus the engine is running at a low compression ratio of 10.3:1.

A down side to the Audi A6 is that the 3.0L Supercharged V6 is only producing 310hp but it is pumping 325 lb-ft or torque which is good for the Audi AWD Quattro system. But you are now seeing normally aspirated Chevrolet V6’s producing 323hp. So I think it’s time Audi step up the horsepower on this car and give the customers a more spirited drive. Of course I complain about the horsepower but this car is moving from 0-60 in just 5.3 seconds which is sport car fast and says a lot for a 4045lb car. The vehicle is connected to an 8-speed auto and gets you 28 mpg on the highway which is not bad for this big and heavy of a car.

This looks to be a good car for someone that is looking to stray just a little from the normal but I personally would only lease this vehicle instead of going for a full-out purchase. If you want an AWD sedan that is worthy of complete ownership then get a Limited Subaru Legacy. If you want to impress the neighbors and co-workers then get this $50,000+ Audi A6.

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Vitt Performance Mercedes-Benz SL

Vitt Performance already presented a range of body enhancements under their Squalo range. One of their latest is based on the R230 Mercedes-Benz SL55 AMG. The Vitt Performance Squalo Mercedes-Benz SL55 AMG gets a widebody kit with elements taken from the SL65 AMG Black Series.

Among the parts included in the package are a new front bumper, a new front fender, side skirt, rear fender, rear bumper, Black Series-style bonnet and a new rear wing. All parts are finished in a choice of either FPR or carbon fiber. Extras can be ordered including a new exhaust kit, interior parts and a brake system.

The price for the parts is 2,205,000 yen (22,039 euros) for the carbon fiber body panels or 1,942,500 yen (19,415 euros) for the FPR panels. Outside of Japan, Vitt Performance products are distributed by Jonari in the US and at Vitt’s Bangkok shop. Availability in Europe will depend on what Jonari or Vitt Performance can arrange.
 

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2012 BMW Concept M135i

AUTO SHOWS: It appears the rumors were true: BMW's M division has had its way with the latest Euro-spec 1 Series hatchback. The result is called the M135i, and it'll make its official debut at the 2012 Geneva Motor Show in March, albeit in a so-called "concept" form.

Despite that pesky concept term, we wouldn't be the least bit surprised if this is virtually identical to a production-spec M135i we've been hearing about for some time. Certainly, the car looks production ready: most of the exterior revisions fall in line with similar packages launched as part of the M Performance Automobiles collection. Exterior revisions include a new front fascia and added enlarged air intakes, a sportier looking rear fascia with a cutout for dual exhaust tips, and striking M-design 18-inch alloy wheels.

Tri-color stripes, which match M's distinctive logo, are applied to both the bodyside character lines and the rear liftgate.

BMW assures us this 1 Series isn't all show and no go. Mechanical revisions reportedly include both upgraded brakes and a firmer, M-tuned suspension package - but from there, things get a little sketchy. BMW's release says only that the M135i will boast a "straight six-cylinder...featuring M Performance Twin Power Turbo technology" and an output of more than 300 hp. Early reports suggested the car would use a tweaked version of the 1M's N54 twin-turbo engine, but BMW has confirmed that the car will be powered by a version of the new N55 3.0-liter I-6 , which uses a single twin-scroll turbocharger.

This 1 Series will be the first gasoline-powered addition to the BMW M Performance Automobiles collection, which presently consists of the M550d xDrive, and the X5 and X6 M50d models - all of which are powered by diesel engines.

Sound nifty? Sadly, the M135i as you see it here isn't coming to North America, largely because the F20 1 Series hatchback isn't in BMW North America's product plans. That said, coupe and convertible models based off this architecture almost certainly are, and officials have hinted that the 1 Series would seem like it would work with the new M Performance group. Here's hoping it does - and that some of this package manages to work its way stateside at some point.

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The 2014 Honda Fit EV

Honda has been hard at work trying to get back on track with so many catastrophes hitting the company and even though the car company is usually lethargic and conservative they usually deliver well built vehicles. Honda is a company that is not afraid to offer new vehicles such as the FCX Clarity or the Civic Natural Gas and for their insight and engineering I salute them. Today Honda has once again delivered a vehicle that could certainly bring in some urban dwellers that are looking to cut out oil completely and go electric. The 2014 Honda Fit EV is their ticket to getting a versatile vehicle that has plenty of interior room, especially for a compact little car.

As for the Fit EV it received the top spot for EV’s as the EPA delivered its results. 118MPGe is the rating that the Honda Fit EV received with a combined range of city and highway driving of 82 miles of range which tops even the golf cart like Mitsubishi i-MiEV. So this will probably cause Mitsubishi to start losing out on a few sales but since there will only be about 1,000 Honda EV Fit vehicles being leased in only California and Oregon this year means that Mitsubishi should still be able to move some metal. What will draw in some Fit buyers is the fact that this car is delivering 188 lb-ft of torque and has a sporty suspension setup so this could actually be a fun little car to drive.

Delivery of the 2014 Honda Fit EV to the west coast starts this summer and then east coast gets it next year. Honda will start the program as a lease only and will likely start offering them for sale as a 2014 model , as for the price for a Fit EV looks to be in the range of $40,000 which will be about $10,000 less with government subsidies. Look for all EV’s to start getting updated batteries as we have already seen the Chevy Volt get. Honda claims that the 2013 Fit EV is able to recharge in three hours with a 240-Volt kit which is helping to draw in customers. So look for there to be massive advancements in the EVs that will benefit all of us as they become more convenient and better at distance and efficiency.

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The Mercedes-Benz A45 AMG

It seems that there are so many sports cars coming onto the market that we as individuals are having to turn to websites (such as this) just to keep up. Trust me when I say that I love it. The reason being is that when oil prices ran rampant in 07-08 I was fully expecting a drop off in performance models of all sizes. Today we see that the year of the driver is about to be upon us as manufacturers all over the world are focusing on a few performance models in their lineup. So we have much to look forward too. By the looks of it the Mercedes A45 AMG will certainly be a pick for fast-ass-hatch.

Mercedes has one hell of a performance team at AMG that can bring many smiles to us boys and girl. The AMG performance division will be massaging some pony power from a turbo 2.0L that will be connected to either a 6-speed manual or dual clutch 7-speed auto. Then power is placed to an AWD 4matic system in order to launch this car. What is interesting is that speculations for hp from this 2.0l are hitting numbers like 329hp. If this is the case then expect a very low 5 sec 0-60 and a 13 sec ¼ mile.

This car could simply be the vehicle for individuals that couldn’t get their hands on a BMW 1M. The price for this car will probably start in the high $30’s if not low $40’s because it’s Mercedes Benz and AMG and that equals expensive. If it is too expensive then get the VW Golf-R that starts at 33k or especially the WRX STI. But look for some impressive numbers to be had if MB AMG sticks to their guns and delivers some potent power from an A-Class 2.0L.

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2013 Hyundai Santa Fe and Santa Fe Sport

AUTO SHOWS: Rumors about the return of the seven-passenger Hyundai Santa Fe have been floating around for quite a while. While we expected the 2013 Santa Fe midsize crossover to grow in just about every dimension to better fit a third row, Hyundai is also debuting the 2013 Santa Fe Sport, a smaller five-passenger model with an optional turbocharged four-cylinder engine.

The two Santa Fes don't share a single powerplant. The shorter Santa Fe Sport goes for an all four-cylinder lineup, starting with a 2.4-liter 190 hp I-4 making an estimated 181 lb-ft of torque. The optional powerplant is Hyundai's now familiar 2.0-liter turbocharged I-4, which produces 264 hp and 269 lb-ft of torque under the hood of the Santa Fe Sport 2.0T. The 8.5-inch longer Santa Fe gets a slightly more potent engine -- the 3.3-liter 290-hp V-6 ripped straight from the new Azera. All three engines are hooked up to a six-speed automatic transmission. Front-wheel drive is standard, while all-wheel drive with torque vectoring is available.

Fuel economy was a major focus with the 2013 Santa Fe and Santa Fe Sport. Though larger than before, thanks to the increased use of lightweight high-tensile steel, curb weight has dropped but fuel economy, for the most part, has improved. Hyundai expects front-drive Santa Fe Sports equipped with the 2.4-liter I-4 to achieve 23/33 mpg city/highway, and front-drive turbo models to get 23/31 mpg. Hyundai expects the V-6-powered Santa Fe to score 19/26 mpg in EPA testing. For comparison, the outgoing Santa Fe scored 20/28 mpg with the I-4, and 20/26 mpg with the V-6. All 2013 Santa Fes come standard with Hyundai's Active ECO system.

Hyundai incorporated a few new driver-oriented technologies into the new Santa Fe and Santa Fe Sport, including its new all-wheel-drive system with Torque Vectoring Cornering Control, or TVCC for short. Hyundai's TVCC can distribute torque as needed to any single wheel at any time, allowing the system to reduce unwanted understeer or oversteer. Hyundai is seeking to improve steering feel with its new Driver Selectable Steering Mode (DSSM) system on the Santa Fe and Santa Fe Sport. DSSM includes three operating modes - Comfort, Normal, and Sport - that can lower or raise steering effort depending on the mode. DSSM adjusts not only the assistance level, but also the on-center and in-curve build-up feel, which Hyundai says will offer "a very natural progressive feel." We'll have to wait and see on that one.

As for styling, the Santa Fe and Santa Fe Sport wear Hyundai's new "Storm Edge" design language. Up front, both Santa Fe models feature Hyundai's large trapezoidal chrome grille with three bars on the Santa Fe Sport and four bars on the Santa Fe. The headlights visually link the Santa Fe to the new Genesis Coupe and Veloster. The Santa Fe and Santa Fe Sport's lower front fascia features a faux aluminum skid plate flanked by two foglights, which have LED daytime running lights.

The Santa Fe Sport and longer Santa Fe stylistically diverge in the profile and rear views. The window line arches up aggressively, giving the Santa Fe Sport a small window behind the rear passengers. The Santa Fe has a less aggressive beltline and a larger window behind the second row.

Out back the larger Santa Fe has dual exhaust and large taillights. The Santa Fe Sport gets a more aggressive taillight design, and a twin-tipped exhaust that exits on the right side of the car. The base Santa Fe Sport rides on 17-inch wheels, while Santa Fe Sport 2.0Ts gets 19-inch wheels. The Santa Fe rides on either 18- or 19-inch wheels.

The interior of the two Santa Fes have a flowing center stack that's typical of Hyundai. Both models offer Hyundai's third-generation navigation system on a multifunction eight-inch touch-screen display. Hyundai's Blue Link service (think OnStar) is standard on all Santa Fe models, while the long-wheelbase Santa Fe gets blind spot detection. Other available features include a panoramic sunroof, push-button start with keyless entry, and heated seats front and rear.

Some of the more functional interior amenities include a second row that folds flat and splits 40:20:40, and is available with the ability to slide fore and aft. The three-row Santa Fe boosts 1.9 inches more second row legroom than the Santa Fe Sport. The Santa Fe's third row is split 50:50, can fold flat into the floor, and offers 31.5 inches of legroom.

The short-wheelbase 2013 Hyundai Santa Fe Sport will go on sale in July. Those looking for seven-passenger utility will have to wait until January 2013 to get their hands on the larger Santa Fe, which replaces the oft-forgotten Veracruz in Hyundai's lineup. Pricing hasn't yet been announced, but expect the 2013 Santa Fe Sport to start around $25,000, and the 2013 Santa Fe to carry a base price closer to $30,000.

2013 Hyundai Santa Fe Sport and Santa Fe

 

BASE PRICE: $25,000-$28,500 (est)

VEHICLE LAYOUT: Front-engine, FWD/AWD, 5-7 pass, 4-door SUV

ENGINES: 2.4L/190-hp/181-lb-ft DOHC 16-valve I-4; 2.0L/264-hp/269-lb-ft turbocharged DOHC 16-valve I-4; 3.3L/290-hp/255-lb-ft DOHC 24-valve V-6*

TRANSMISSION: 6-speed automatic

CURB WEIGHT: 3450-4000 lb (mfr)

WHEELBASE: 106.3 in (Sport); 110.2 in. (LWB)

LENGTH X WIDTH X HEIGHT: 184.6 x 74.0 x 66.1 in (Sport); 193.1 x 74.2 x 66.5 in

0-60 MPH: 7.0-9.5 sec (est)

EPA CITY/HWY FUEL ECON: 0.73-0.90 lb/mile

ENERGY CONSUMPTION, CITY/HWY: 0.73-0.90 lb/mile

CO2 EMISSIONS: 147-177/102-130 kW-hrs/100 miles

ON SALE IN U.S.: 147-177/102-130 kW-hrs/100 miles

July 2012 (Sport); January 2013 (LWB) 

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Ferrari Enzo II latest spy photos - now front view

Last week first photos of the latest test mule evolution for the Ferrari Enzo successor showed limited vantage points. But now we have photos from several angles including the front view.

Caught during a test session in Maranello, the Enzo mule is looking a bit more formed than previous mule prototypes which used the heavily altered body of a 458 Italia. Although remnant traces of the 458 are still seen, particularly in the front end, the most prominent design detail that seems to be final is the shape of the rear window which strongly resembles the one on the P4/5 Competizione.

It is strongly believed the F70 will use a 6.2-liter V12 engine in tandem with a HY-KERS hybrid system which has been confirmed by Ferrari. This could enable the car to have a combined output of approximately 920 hp (686 kW / 933 PS). If these numbers prove true, the supercar could accelerate from 0-100 km/h in less than 2.5 seconds and hit a top speed in excess of 408 km/h (254 mph).

Regardless of the final figures, Ferrari CEO Amedeo Felisa has already revealed the model will be made from the same type of carbon fiber that is used in the company's F1 cars. This should make it lighter and stronger than the Enzo and F50.

Ferrari has confirmed plans to introduce the Enzo successor later this year.

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New Volvo S60 Polestar Performance Concept Packs 508-Horses

The one off model that is developed in conjunction by Volvo Cars Official Motorsports and its racing and tuning partner Polestar has already made its global debut on Saturday in Sweden. The so called new Volvo S60 Polestar Performance is especially made for a not yet unnamed buyer.

However, if the fact says that you really like this vehicle concept, you just need to be honest and tell the company about that since the two brands said that the modified S60s may be offered depending on public response.

Although some reports suggested that the S60 Polestar may be empowered by the XC90’s Yamaha- built V8, the company based the car on the S60 T6. The 3.0 liter turbocharged inline six sports the regular model and produces a total output of 300 horses or 304 PS that is transferred to all- four wheels. The unit enables the car to accelerate from 0 to 100 km/h or 62 mph in 6.1 seconds sprint time, while reaching a top speed of 250 km/h or 155 mph.

However, for the new S60, the engineers have already applied some changes including the revamped cylinder head, combustion chambers, inlet manifold and air intake along with a larger Garret 3171 turbo. Well, thanks to those modifications, now the engine churns out a total output of 508 horsepower at 6,500 rpm and 575 Nm or nearly 424 lb- ft of peak torque at 5,500 rpm. Such power is transferred into the wheels through a six- speed manual gearbox.

The chassis has also got some touches. It has been widened and reinforced, the Haldex all- wheel drive system and Ohlins suspension also have been tuned. Additionally the car is now equipped with bigger Brembo brakes.

With the new power, the car is now able to accelerate from zero to 100 km/h or 62 mph in just 3.9 seconds sprint time, while achieving a top speed of 300 km/h or more than 186 mph.

Since the new S60’s body was widened by 20 mm, now the car rides on 19 inch rims with 265/30 R19 tires. the tuning is completed with new a new front bumper with a splitter, side skirts, a discreet boot lid spoiler and a new rear bumper with a diffuser.

The changes not only appears on the exterior, it continues inside the car with the Polestar sport seats with increased support, Alcantara on all functional areas such as the steering wheel, gear knob, and seats added with a lowered center console lowered for improved gear-lever ergonomics.

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2013 Subaru BRZ

We will admit that we never thought of Subaru as a sports-car maker. Yes, Subaru has made sporty, high-performance cars -- the WRX and STI, of course. But they were not sports car. Neither was the SVX, although it was cool in its own way, and the XT coupe before it, which was sort-of cool in a very weird way, was no sports car, either.

The Subaru BRZ, however, is very much a sports car, and it’s the kind we don’t see much anymore: light, lithe, fun, and affordable. That’s an unusual formula in this age of overpriced, overpowered image machines, but it’s not as strange as the circumstances that created it to begin with.

As you no doubt know, the BRZ was a joint effort between Toyota and Subaru, with both companies sharing the resulting sports car. The Toyota version will be sold as the Scion FR-S in the U.S. market, and as a Toyota elsewhere.

What set the stage for this joint product development was Toyota’s purchase of a small stake in Fuji Heavy Industries, Subaru’s parent company, back in 2005 (later increased in 2008). With Toyota guiding the product planning, it was decided that the two companies would collaborate to build a rear-wheel-drive sports car, the hope evidently being that having both brands selling it would increase sales for the inherently low-volume product. Toyota was responsible for the design, which is why the car looks more like a Toyota than a Subaru. The idea from the get-go was that the two firms would build a single sports car -- not two cars -- so visually differentiating them was not a priority. The very minor differences we do see, chiefly in the front end, were done late in the car’s development. In the interest of keeping the car’s cost down, precious few development dollars (well, yen) were spent to create different looks for Toyota (Scion in the USA) and Subaru. Subaru did the engineering on the car, although the company had to meet Toyota engineering targets as well as their own. Subaru also will assemble the coupes.

At a time when we so often hear about raised rooflines, higher beltlines, and the “command seating position,” it is unusual for an automaker to talk about the virtues of getting low. And yet that was an overriding factor driving the development of the BRZ. Going with a Subaru horizontally opposed four-cylinder, rather than one of Toyota’s many conventional in-line fours, got things off to a low start, as the flat four meant a much more squat engine, which was the first step to achieving a low center of gravity. This is an all-new boxer engine, and features such as a slimmer oil pan and uniquely designed intake and exhaust help make it more than 3 inches shorter than Subaru’s existing boxer four. That allowed a lower hood, a feature that is itself unusual, what with Europe’s pedestrian protection regulations necessitating additional space between the hood and the top of the engine. (Subaru’s workaround is a hood that is designed to absorb energy.) A low hood necessitated a forward-canted radiator and created the need for shorter front strut towers, which were redesigned accordingly. Even so, the vaguely Corvette-like fender swells are there to clear them and allow the rest of the front bodywork to sit lower. Speaking of sitting lower, in order for the driver to sit low in the car -- and afford decent headroom under the low (50.6-inch) roofline -- Subaru had to design special frame rails for the front seats.

You do indeed sit low in this car -- the H-point is nearly 5 inches lower than an Impreza’s -- in seats that are firm, with prominent side bolsters. The dash, and the whole interior, is blessedly free of gimmicks -- save perhaps the keyless pushbutton ignition in the higher-trim model. Switchgear couldn’t be simpler. The blunt instrument panel is faced with aluminum trim, and that’s the biggest concession to style, although cheap materials have largely been avoided. A touch-screen navigation system will be standard in U.S. cars but it was not in the Euro-spec version we drove. The driving position is excellent, with fairly upright glass and modest pillars that afford a good view. The longish hood is framed by those two fender swells. The gauge cluster borrows from Porsche -- a round, central tachometer with a digital speedometer dominates, flanked on the left by the analog speedometer and on the right by gauges for fuel level and coolant temperature. The small, well-shaped steering wheel features red stitching. Headroom is surprisingly plentiful -- the roof incorporates a “double bubble” design -- so wearing a helmet on track day should be no problem. There is no sunroof, however. The car is a 2+2, but the rear seats are strictly theoretical. Headroom in back is extremely limited, and a taller-than-average driver is going to have his seat so far back that rear-seat riders will be hard-pressed to wedge a foot between the front seatback and their seat cushion. The rear seatback does fold down, however, exposing a wide pass-through to the 6.9-cubic-foot trunk.

Base price: $25,000 (estimated)

Fuel economy:
(city/hwy)
22/30 mpg (manual)
25/34 mpg (automatic)

Engine:
2.0L DOHC H-4
Horsepower: 200 hp @ 7000 rpm
Torque: 151 lb-ft @ 6400 rpm

Drive:
Rear-wheel

Transmissions:
6-speed manual, 6-speed automatic
Curb weight: 2762-2822 lb
Wheels/tires:
17 x 7-inch wheels
215/45 R17 tires

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2013 Mercedes-Benz SL63 AMG

If the eyes are the windows to the soul, then the dazed peepers on the 2013 Mercedes-Benz SL63 AMG, with their heavy, cockeyed lids, would reveal the newest iteration of the hot-rod SL to be an incorrigible drunk with a fondness for the snooze button.

But like many things your granddad told you, it’s poppycock. The SL63 is actually fully alert and has its metaphorical shit together. In fact, it was up hours before you—fresh as a daisy—closing deals like the master of the universe it is.

So ignore the eyes. They mean nothing at all. For soul, you’ll want to look at the great, stonking hunk of twin-turbocharged 5.5-liter V-8 that produces, in base-level form, 530 horsepower and great gobs of torque with no apparent effort. That’s 12 more horsepower than the naturally aspirated 6.2-liter V-8 made in the previous SL63. With so little difference in peak power, you might wonder why AMG bothered. Indeed, so good was the 6.2-liter that AMG engineers get wistful just talking about it, even in front of the meddling, judgmental press. Goodness, was it a lusty thing with perfectly linear power delivery, immediate throttle response, and an exhaust snarl that would cause wolverines in neighboring states to believe they’d heard the voice of their God.

But, while the 6.2-liter is making its last stand in the C63 and the SLS gullwing and roadster, AMG hasn’t forgotten what keeps buyers coming back.

“One of the most important things for our customers is the sound,” says Tobias Moers, who heads vehicle development at AMG. And despite having a couple of turbos diminishing its exhaust-gas energy, the 5.5-liter in the SL63 positively blares out of its square tailpipes. It has an almost marine-engine quality, with a deep burble at idle that implies positively cavernous cylinders despite giving up 0.7 liter of displacement to the old engine. And that’s not its only trick: When the seven-speed so-called Speedshift automatic upshifts, the exhaust produces a gratifying pop like a single handclap of applause. It invariably makes passengers say “oooooh.” It is also carefully orchestrated by AMG. Some software code in the engine-control system cuts two or four cylinders (depending on load) on upshifts to produce the sound. “It is for emotion,” says Moers.

We’re guessing most owners will love the trick and the engine’s performance. It’s a sort of mobile tsunami of torque. It churns out 590 pound-feet between 2000 and 4500 rpm. That’s a whopping 125 more than the 6.2-liter, which delivered its torque peak at a comparatively high 5200 rpm. If it isn’t as pure and linear as the old engine, this new one is devastatingly effective. Thanks to this engine and a launch-control system, the SL63 should pop off 0-to-60-mph runs a bit below 4.0 seconds. Opt for the AMG Performance package (an extra $9000 on top of the car’s $146,695 base price), and AMG turns up the turbo boost, resulting in a total of 557 horsepower and 664 pound-feet of torque. The package also brings red brake calipers, a speed limiter pushed from 155 mph to 186, a steering wheel partially covered in synthetic suede, and a locking limited-slip differential. Mercedes officials acknowledge that the take rate on previous boost packages has been minuscule. But let the record state that it is available and not just something that appears on test cars built for the press (although it surely does appear on most of those). Anyway, an SL63 with the AMG Performance package should produce 0-to-60 times of about 3.7 seconds. Also, Mercedes estimates that the new SL63 (thanks in part to an annoying but easily defeated stop-start system) gets significantly better fuel economy than before.

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster

BASE PRICE: $146,695

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 333cu in, 5461cc
Power: 530 or 557 hp 
Torque: 590 or 664 lb-ft

TRANSMISSION: 7-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 101.8 in
Length:182.4 in
Width: 73.9 in Height: 51.2 in
Curb weight: 4150 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 3.7–3.8 sec
Standing ¼-mile: 11.8-12.0 sec
Top speed: 155-186 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 14/21 mpg

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