From the July 2006 issue of Car and Driver.
A lot of people think the Ford Mustang and Chevy Camaro duel has been the most exciting rivalry in the history of cars. Others think of it as the automotive equivalent of a People magazine cover story on Jessica Simpson—it's a worn-out story, but you give it a look anyway.
By now you know that GM no longer makes Camaros, so our ritual is in limbo. (The Camaro's obvious stand-in, the Aussie-born Pontiac GTO, is about to join the Oldsmobile lineup on the discontinued heap.) But Ford has not called it quits in the muscle-car department and has in fact produced the 2007 Shelby GT500, which is not only the most powerful Mustang ever made—500 horsepower—but also the most expensive at $41,950, including destination. So without a Camaro, the Corvette, which lists at $44,490 and comes packed with 400 horsepower, becomes the obvious crosstown challenger.
A major difference between this Ford and Chevy is that the Mustang has a pair of back seats and the Corvette doesn't. The similarities are many and important: Both have front-mounted V-8s, rear-wheel drive, and Motown reputations a quarter-mile long. Plus, their base prices are close.
For this comparison, we wrangled an early-build GT500 from Ford. We're guessing that options such as satellite radio, an in-dash CD changer, and a 10-speaker sound system will add about three grand to that base price.
On the other hand, the Corvette is a known quantity: It's a great sports car at a great price. A two-time 10Best winner since the C6 version was introduced in 2004, the Vette is a fantastic performer that can outrun cars that cost tens of thousands more dollars.
We requested a no-options test vehicle but nonetheless wound up with a loaded $56,070 Corvette—it came with a navigation system, polished aluminum wheels, heated seats, satellite radio, a $750 transparent roof, and the $1695 Z51 Performance package. Only the Z51 package alters the Vette's performance, with its stiffer suspension, larger brakes, and revised gear ratios. So a Vette with the Z51 package that performs like the one we've tested here can be had for $46,185.
In addition to the GT500's as-tested price advantage—it's more than 10 grand less than the Vette, so in the price category it was awarded 20 points to the Corvette's 15—the Ford also prevailed in the back-seat category, earning five points to the Vette's goose egg. So before a wheel was turned, the Vette was burdened by a 10-point disadvantage.
As always we put both cars through our battery of performance tests. We also spent a day lapping the 2.0-mile Grattan Raceway, a hilly road course that's about 120 miles northwest of our Ann Arbor headquarters. So can the GT500 really hang with the Corvette?
Second Place: Ford Mustang Shelby GT500
The GT500 is at its best on the boulevard, where its decent ride and comfortable interior make it a great place to hang out in between heavy dips into its swollen torque curve.
Rated at a full 500 ponies, the supercharged 5.4-liter DOHC V-8 under its striped hood responds immediately and strongly at any rpm. It feels more responsive at lower revs than the Corvette's 6.0-liter V-8, which is itself hardly a slouch in the torque department. And if you like supercharger whine, you'll love the GT500's soundtrack, but you'd better love it because you can almost always hear the blower.
HIGHS: 500 horsepower for less than 50 grand, light shifter, supple ride.
LOWS: Porky and nose heavy, boy-racer stripes, thin features list.
However, when it comes to pure performance, the GT500 has trouble hanging with the Vette. It prevailed in only two tests, beating the Vette in the lane change by 1.3 mph and outgunning the Chevy in the 50-to-70-mph top-gear acceleration run—8.8 seconds versus 9.1.
The major reason is the GT500's weight and how it is distributed. The hardware needed to turn the 5.4-liter DOHC V-8 into a 500-hp monster makes for a long and massive list. There's the supercharger with its drive pulleys, the intercooler with its pump and water lines. Even the 5.4-liter heavy-duty block weighs more than the 4.6-liter assembly in the Mustang GT. All told, these parts add about 150 pounds to the car—most of it up in the nose. Combine those extra pounds with the GT500's large brakes, 19-inch wheels and tires, and six-speed transmission, and the result is a porky 3896-pound Mustang.
That adds up to 321 more pounds than the last Mustang GT we tested and a more forward weight bias, degrading from 52.5/47.5 percent to 57.7/42.3 percent.
The Vette is not only 616 pounds lighter but also splits its weight 51.9/48.1 percent front to rear. That more even distribution means more traction off the line, stronger braking, and better handling balance.
At the test track, physics would not be denied. Despite being on tires similar to the Corvette's in size and specification, the GT500 achieved only 0.90 g on the skidpad, whereas the Vette pulled 0.95 g.
During our brake tests, the GT500 nose-dived dramatically but stopped only a little worse than the Corvette. In our usual 70-mph stop, it needed 172 feet. In a much more punishing 120-mph stop, the GT500 came to a halt in 485 feet. The Vette edged it at 161 and 462 feet, respectively.
What surprised us, however, was the GT500's loss in the acceleration runs. Its 100-hp advantage should have been enough to leave the Vette in a cloud of rubber dust. The GT500 also has a useful launch-control system that's part of the standard traction control. To get a nearly perfect hole shot, all you have to do is rev the engine to 3200 rpm, dump the clutch, and floor it. The system automatically modulates engine power to make the driver look like Kenny Bernstein. With it, we hit 60 mph in 4.6 seconds.
But we were able to go even quicker without it, thanks to the terrifically tractable engine that makes it easy to keep the tires hooked up. Moreover, the Shelby has a programmable shift light and audible chirp to free your eyes from monitoring the 6000-rpm redline on the tach.
Under full human control, we shaved 0.1 second from the 60-mph sprint, lowering it to 4.5 seconds. The quarter-mile required only 12.9 seconds at 112 mph, 150 mph came in 30.3 seconds, and an electronic tether limited top speed to 155 mph.
Although those are terrific numbers, they don't seem quick enough for a 500-hp car. Sure it weighs a lot, but the last SVT Mustang Cobra we tested ["Rotary Revival," C/D, April 2003] posted the same quarter-mile time and speed despite a 20-percent-worse power-to-weight ratio (110 fewer horses, 216 fewer pounds). And the BMW M6 tested in this issue [see page 68], which is also rated at 500 horsepower and weighs 12 more pounds than the GT500, ran the quarter in 12.4 seconds at 121 mph. Ford says that its own quarter-mile tests are 0.1 or 0.2 second quicker with 115-mph trap speeds. The 500-hp figure was obtained using the latest SAE-certified test protocol, so it's unlikely that the GT500 isn't delivering the promised ponies. Maybe we were off that day.
In any case, the fiberglass wonder from Chevy ripped to 60 mph in 4.3 seconds and through the quarter in 12.8 seconds at 113 mph. It was also 3.5 seconds quicker to 150, which is hardly surprising given the Corvette's sleeker shape and smaller frontal area.
Despite the Ford's disappointing straight-line acceleration, the GT500 happily bounded around Grattan for several laps. Thanks to its reassuring understeer, the GT500 was rock solid at high speed, confidently carving through the faster white-knuckle parts of the track, with the back end always staying in line. The brakes were also strong, showing hardly any fade, even when slowing from about 130 mph into Turn One. In the slower corners, however, the nose tended to plow too much, making it difficult to apply the power early for a strong exit.
Our best time was 1:33.30, about three seconds slower than the Vette, and it's hard to forget the GT500's extra poundage. One tester commented, "I'm always aware of the high center of gravity compared with the Vette's, and the GT500 really bounds and bobs. But I could spend a day lapping this car and never get bored."
Astute readers might remember that we lapped Grattan in a Dodge Charger SRT8 in 1:32.65 ["Bahn Burners, Episode 39," January 2006]. But it had rained hard the night before we ran the GT500 and Corvette, and we'd be willing to bet our own dough that the GT500 would be faster than the Charger if we tested both on the same day.
On the road, the GT500 settles nicely into a relaxed cruise. At posted speeds, its behavior is not at all hot roddish, and the ride is quite subtle for a car festooned with racing stripes. Like the original GT500, the '07 car feels more like a competent all-arounder than an all-out speed machine. It's refined and fairly quiet, and the steering has a natural weight to it. The seats are too flat for track use but are fine for long trips. If the clutch effort weren't so pronounced, the GT500 could be a daily driver.
And it's always ready for those unexpected stoplight duels with its reliable launch control and light, positive, and accurate shifter.
THE VERDICT: A great Mustang that is priced with some very still competition.
In the end, we wish this GT500 had more horses to go with its lofty price. The last SVT Cobra only cost $35,000 and was just as quick. We also couldn't stop thinking about a one-off project Mustang we tested in February 2000, the Ford-built, 3587-pound FR500. With a naturally aspirated 415-hp V-8, it was as fast as this GT500, it felt a whole lot less ponderous, and we loved it. We expected the GT500 to mirror it. It's close, but it's still a few hundred pounds away. As four-seaters go, the GT500 is the best bang for your buck around, but for pure performance at the price, there's a better alternative.
First Place: Chevrolet Corvette
That other choice is, of course, the Corvette. Since the C6 version appeared in 2004, we've heaped volumes of praise on it, and we're running out of ways to say that it is arguably the best sports car for the money, period.
As quick as this Vette was (zero to 60 in 4.3 seconds and the quarter in 12.8 at 113 mph), we've tested other examples that have gone faster. The Vette we featured in December 2004 got to 60 mph in 4.1 seconds and turned the quarter in 12.6 at 114 mph. The one on these pages, though, was practically brand-new and had only 700 miles on the odo.
HIGHS: Neutral handling, strong brakes, refined demeanor.
LOWS: Inferior, slippery seats; tricky shifter.
Although the engine was a little green, the chassis felt terrific. At Grattan, the same track where a ferocious Z06 Vette scared us silly, the standard model was "composed, forgiving, and easy to place," according to one driver.
The Corvette is not afflicted with the prominent understeer of the GT500, and you can do things with the Vette that few street cars can equal. For example, in the slow-speed corners where you need to rotate the car and then get back on the gas hard, the Corvette will easily pirouette around its nose with a touch of trail braking. This maneuver is quite easy to perform, and it got the car through those slow corners much sooner than the GT500.
That willingness to rotate means the driver has to be on his or her toes in the high-speed corners, where sloppy throttle work can send the tail sliding out. We got overly aggressive with the throttle twice in a 90-mph right-hander, and the tail broke rank. Usually, that's a guaranteed moment of panic, but the Vette is so tolerant that we simply countersteered a little and sailed right on through.
Although we also thought that the fade-free brakes were easy to modulate and above reproach, we did find a few other things to complain about. One is the transmission, which required a patient hand to accurately perform the second-to-third-gear upshift. The test drivers missed it repeatedly, and the stubby gearshift rod went into some nether land in the shift pattern that felt as if it were in gear but was actually in neutral. Both cars use the Tremec T56 design, but the GT500's shorter, more direct shift linkage works a lot better.
And the Corvette seats, in a word, stink. They offer zero lateral support, so even though the driver can lock into place with the seatbelt, he or she winds up bracing a leg against the door and tranny tunnel. The seats feel flimsy, too, and the leather is so slippery the driver is constantly sliding into an inadvertent slouch.
While we're in bitch mode, the variable-assist steering system could also use some work. On the track, the effort is fine, but on the road it feels artificially heavy and won't win any prizes for being communicative. It's not awful, but the GT500's is better.
Otherwise, the Vette flows down public roads with a grace you wouldn't expect after experiencing its abilities around the Grattan track. The clutch effort is light, the gauges are easy to read, and the interior is relatively quiet.
And although the Corvette doesn't have back seats and is 13.0 inches shorter than the Mustang, it does have the largest and most practical luggage compartment of any two-seater on the planet. Fuel economy is clearly not a priority with these cars, but the Corvette does well on that score as well, when driven with some restraint.
THE VERDICT: It's been two years since we first drove a C6, and we're still impressed.
In other words, we wouldn't hesitate to drive this car daily, and it won this duel handily, topping the GT500's score by 20 points.
2007 Ford Mustang Shelby GT500
front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED
$45,000 (C/D EST) (base price: $41,950)
supercharged and intercooled DOHC 32-valve V-8, iron block and aluminum heads, port fuel injection
330 in3, 5409 cm3
500 hp @ 6000 rpm
480 lb-ft @ 4500 rpm
Suspension (F/R): struts/live axle
Brakes (F/R): vented disc/vented disc/vented disc
Tires: Goodyear Eagle F1 Supercar, F: P255/45ZR-18 99W R: 285/40ZR-18 96W
Wheelbase: 107.1 in
Length: 187.6 in
Width: 73.9 in
Height: 54.5 in
Passenger volume: 86 ft3
Trunk volume: 12 ft3
Curb weight: 3896 lb
C/D TEST RESULTS
60 mph: 4.5 sec
100 mph: 10.3 sec
150 mph: 30.3 sec
Rolling start, 5–60 mph: 5.2 sec
Top gear, 30–50 mph: 10.4 sec
Top gear, 50–70 mph: 8.8 sec
1/4 mile: 12.9 sec @ 112 mph
Top speed (governor limited): 155 mph
Braking, 70–0 mph: 172 ft
Braking, 120–0 mph: 485 ft
Roadholding, 300-ft-dia skidpad: 0.90 g
C/D FUEL ECONOMY
Observed: 11 mpg
EPA FUEL ECONOMY
Combined/city/highway: 18/15/21 mpg
2006 Chevrolet Corvette
front-engine, rear-wheel-drive, 2-passenger, 2-door targa
PRICE AS TESTED
$56,070 (base price: $44,490)
pushrod 16-valve V-8, aluminum block and heads, port fuel injection
364 in3, 5967 cm3
400 hp @ 6000 rpm
400 lb-ft @ 4400 rpm
Suspension (F/R): control arms/control arms
Brakes (F/R): vented disc/vented disc
Tires: Goodyear Eagle F1 Supercar EMT, F: 245/40ZR-18 88Y R: P285/35ZR-19 90Y
Wheelbase: 105.7 in
Length: 174.6 in
Width: 72.6 in
Height: 49.0 in
Passenger volume: 52 ft3
Cargo volume: 22 ft3
Curb weight: 3280 lb
C/D TEST RESULTS
60 mph: 4.3 sec
100 mph: 9.9 sec
150 mph: 26.8 sec
Rolling start, 5–60 mph: 5.0 sec
Top gear, 30–50 mph: 9.5 sec
Top gear, 50–70 mph: 9.1 sec
1/4 mile: 12.8 sec @ 113 mph
Top speed (drag limited, mfr's claim): 186 mph
Braking, 70–0 mph: 161 ft
Braking, 120–0 mph: 462 ft
Roadholding, 300-ft-dia skidpad: 0.95 g
C/D FUEL ECONOMY
Observed: 14 mpg
EPA FUEL ECONOMY
Combined/city/highway: 21/18/28 mpg
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Among the Shelby GT's top traits, claims the press release, is that "production is limited in volume, assuring its exclusivity." What it doesn't explain is that sales volumes have a way of staying small when a special-edition model costs 40 percent more than the model it's based on and boosts horsepower by just six percent. On top of that, there's the 500-hp supercharged Shelby GT500 that costs only six grand more than the Shelby GT. But either way, there shouldn't be a problem moving the claimed limit of 6000 Shelby GTs (pretty much a version of the rental-only GT-H that you can now purchase new) per year, especially considering how much attention the GT received during our recent drive.
The $36,970 Shelby GT—ours was $38,970 with an uplevel stereo, leather seats, and the interior upgrade package—starts life as a regular Mustang GT, built in the Flat Rock, Michigan, assembly plant, and is then shipped to the Shelby factory in Las Vegas for the $10,530 transformation to Shelby GT. When it comes out the other side, the 4.6-liter V-8 makes 319 horsepower, a gain of 19 ponies over a Mustang GT. Extra hardware includes a cold-air intake; a slightly more aggressive engine-computer tune—necessitating premium fuel—a high-flow exhaust; a welcome inch-and-a-half drop with stiffer shocks, springs, and anti-roll bars front and rear; and a short-throw Hurst shifter for the five-speed manual (a five-speed automatic is optional). Probably no Shelby owner cares that EPA fuel-economy ratings drop from 17 mpg city and 25 mpg highway for a Mustang GT to 16/23 for the Shelby GT. The Shelby wears the Mustang GT's optional 18-inch wheels and P235/50ZR-18 BFGoodrich g-Force T/A all-season tires. Cosmetically, GTs come in your choice of white or black (all rental GT-Hs are black), with silver stripes. The GT wears the GT-H's brushed aluminum grille, and the hood gets a fake, riveted-on scoop. Thankfully, there's no rear spoiler.
Potential buyers should know that the Shelby GT is more expensive than an Audi TT or Nissan 350Z and that all the upgrades (not including the stripes and hood scoop, which we don't necessarily consider upgrades, anyway) are available from Ford Racing Performance Parts for a total of $2656.
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First Test: 2007 Ford Shelby GT
Time Machine: Been there, done that, doing it again
1966. There was a Texan in the White House, a guy named Andretti earned Rookie of the Year honors at last year's Indy 500, and a former oilfield roughneck and retired chicken farmer named Carroll Shelby was building hot Mustangs.
2007. There's a Texan in the White House, a guy named Andretti earned Rookie of the Year honors at last year's Indy 500, and a former oilfield roughneck and retired chicken farmer named Carroll Shelby is (once again) building hot Mustangs.
After decades of licensed replicas, so-called "continuation" cars, and aftermarket conversion jobs done by dealerships and even the Shelby American Automobile Club, our September 2006 issue told the story of how Mustangs are once again being converted into Shelby Mustangs at a Shelby Automobiles facility in partnership with Ford. The first effort of the new venture-the famously black and gold GT-H-also signaled a renewed relationship with the Hertz Corporation, bringing back the original Rent-a-Racer notion of 1966. The idea was to build 500 of them and see if anybody cared.
A helluva lot of people cared. So much so that Ford and Shelby couldn't ignore the cry. While the GT-H can be rented only at select Hertz locations, the for-purchase Ford Shelby GT can be bought through any Ford dealer. At a base MSRP of $36,970, it slots in above the Mustang GT and below the supercharged Ford Shelby GT500.
The philosophy, process, and hardware of how a Mustang GT becomes a Shelby GT are similar to those of the GT-H, although there are numerous detail differences and expanded equipment choices. Ford ships cars from its Flat Rock, Michigan, assembly plant to Shelby Automobile's facility in Las Vegas for the spa treatment. As with the GT-H, the GT is offered only in the coupe body style, with metallic silver Le Mans stripes instead of the Hertz-specific gold. While all GT-Hs are black, the GT comes in white or black. White cars get polished aluminum wheels; black GTs have black wheel centers.
All the GT's performance hardware is the same as that on the GT-H. Which means a Ford Racing Powerpack, consisting of a 90mm cold-air intake system and more aggressive calibration of the engine management system, mandating the use of premium fuel. Ford Racing performance mufflers and an X-pipe, replacing the standard H-shaped crossover, complete the powertrain mods. Although output was originally estimated at 325 horsepower, Ford has since recertified the package at 319 horses and 330 pound-feet of torque.
Underneath, Ford Racing provides new struts and shocks, which reduce the ride height about an inch and a half. Stiffer anti-roll bars improve body control and make for flatter cornering. And a race-inspired twin-tube strut tower base increases chassis rigidity in the engine bay and sharpens up steering response. The Ford Racing bits are factory developed, well matched to each other, and warranted by Ford. Last, the entire rearend is swapped for a new unit carrying a 3.55:1 diff ratio; it's cheaper and faster to change out the entire axle than to open up the pumpkin and replace the ring and pinion.
Here's where the GT and GT-H diverge. While the rental can only be obtained with an automatic transmission, the GT is offered with your choice of the same five-speed autobox or a five-speed manual. The latter sports a stubby Hurst shifter wearing a white shift knob that looks right out of the 1960s. The GT-H you rent from Hertz has its traction-control defeat switch, er, defeated (these folks aren't stupid). But since the Shelby GT owner will burn rubber at his own risk, its traction control can be switched on or off. The Hertz model runs "Bullitt"-style 17-inch alloys, but the GT gets a factory Plus One combination of 18-inch wheels and lower-profile tires.
There are stylistic differences, too. In our September story on the GT-H, we groused about the presence of a rear wing, since original Shelbys had no such thing. We won't be so cheeky as to say they made the change because of our suggestion, but we're pleased to report the GT wears no such appendage. The GT-H has its own unique Shelby hood, while the GT uses the factory aluminum hood fitted with a riveted-on hood scoop. This scoop's size and shape is close to that on the mid-1960s 427 Cobra, and in our opinion, the treatment is preferable to the GT-H's bulky-looking fiberglass hood. Both cars have the same aluminum replacement grille, front fascia (borrowed from the California Special), and individual Shelby letters on the decklid. The "Hertz" badge on the GT-H's front fenders is replaced with one stating "Powered by Ford."
Things are standard GT fare inside, with a little Shelby jewelry added. All interiors will be black, and Shelby mods consist of machined-aluminum sill plate badges, Shelby GT floormats, and an aluminum number plate on the I.P. that proclaims the car to be officially produced by Shelby Automobiles and its Shelby serial number.
Once the cars arrive in Las Vegas, they're checked in and checked over. The striping is the first thing to be applied. Then it takes two-man teams about five hours to swap out the rest of the hardware, completing the conversion. After a road test, quality-assurance check, and sign off, the newborn Shelby GTs are shipped to their respective dealers. Shelby offers a "Museum Delivery" experience for $500, which means you can pick up your car at the factory, see how it was built, buy some goodies in the shop, and check out Carroll's personal collection of vintage Shelby tin.
Whether on the test track, highway, or your favorite stretch of mountain pavement, you'll notice a substantial difference in the way the Mustang performs in Shelby GT trim. Given a 19-horsepower increase, you wouldn't expect a huge drop in acceleration times, but we got consistent 0-to-60 runs of five seconds flat, a nip better than the usual 5.1-5.2 seconds for the stock GT. But the sensations make it feel like more. There's a deep, throbbing intake roar from the open-element air filter and wonderful subwoofer noises courtesy of the exhaust system. You'll be driving this thing through parking garages just to set off a few car alarms. The stouter rear gear helps, too; the car launches harder, revs up quicker, and midrange passing power again feels like more than 19 ponies' worth. The Hurst shift cures the stock unit's side-to-side slop when in gate. Baby it, and it feels notchy, but treat it like a precision rifle bolt, and it snaps from gear to gear.
Handling improvements are more tangible. The combination of the decreased ride height (hence lower center of gravity), stiffer springs and anti-roll bars, and 18-inch rolling stock gives the Shelby sharper responses and higher limits. We've not previously tested a stock GT with the 18s, but the unmodified car with the standard 17s pulled a 0.87g grip number on the skidpad. The Shelby GT sticks all the way to 0.91 g. The MT figure-eight time also improves, from the Mustang GT's 26.4 to the Shelby GT's quicker 25.7-second blitz. This number tells us how effective all the mods are, as it synthesizes acceleration, braking, and handling performance. As you'd expect, there's a ride penalty, but not to the point of making the car unstreetable, or even unpleasant. Bumps and road chop are more prevalent, especially on poor-quality surfaces. Also be sure to keep that now-inch-and-a-half-lower front spoiler away from curbs and parking blocks.
And what of the mouth-watering 1966 GT350 in these photos? It's been a part of Bay Area resident Michael Querio's family for more than three decades. "My then-girlfriend, Linda, bought it as her everyday driver in 1974. She paid $2000 for it." Mike liked it so well, he bought one, too. Mike and Linda later married, and the gas crunch of the late 1970s, kids, and other life distractions caused them to sell his and park hers. By the end of the 1990s, it was in need in of a full restoration, which it got in 2001-2002. Linda Querio saw the finished jewel just prior to her passing in November 2002, and "it brought a huge smile to her face." Is it for sale? Don't even ask.
The Hertz Shelby GT-H that you can't buy is a well-conceived and executed package. But the Shelby GT that you can is even more so, and the evolutionary hardware changes Shelby and Ford have made this time around are right on. They say they'll build as many Shelby GTs as people will buy, capping the production at 10,000 units to maintain exclusivity. They'll peg that meter easily, as the car carries legit Shelby cachet and is a surefire collectible. More important, there's tangible content and performance improvement over a standard GT, at a price that make sense. The look-and the sound-turns heads, wherever you drive it.
After four decades, what's changed about building hotter Mustangs? Quite a bit. But then again, maybe not so much.
|2007 Ford Shelby GT|
|DRIVETRAIN LAYOUT||Front engine, RWD|
|ENGINE TYPE||90 V-8, iron block/alum heads|
|VALVETRAIN||SOHC, 3 valves/cyl|
|DISPLACEMENT||280.8 cu in/4601cc|
|POWER (SAE NET)||319 hp @ 5750 rpm|
|TORQUE (SAE NET)||330 lb-ft @ 4500 rpm|
|WEIGHT TO POWER||11.1 lb/hp|
|SUSPENSION, FRONT;REAR||Struts, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar|
|BRAKES, F;R||12.4-in vented disc; 11.8-in vented disc; ABS|
|WHEELS, F;R||8.0 x 18 in, cast aluminum|
|TIRES, F;R||235/50ZR18 97W M+S BFGoodrich G-Force T/A KDWS|
|TRACK, F/R||62.3/62.5 in|
|LENGTH x WIDTH x HEIGHT||187.6 x 73.9 x 54.0 in|
|TURNING CIRCLE||37.7 ft|
|CURB WEIGHT||3536 lb|
|WEIGHT DIST, F/R||54/46%|
|HEADROOM, F/M/R||38.6/34.7 in|
|LEGROOM, F/M/R||42.7/30.3 in|
|SHOULDER ROOM, F/M/R||55.4/53.4 in|
|CARGO VOL BEHIND, F/M/R||13.1 cu ft|
|ACCELERATION TO MPH|
|QUARTER MILE||13.6 sec @ 104.1 mph|
|BRAKING, 60-0 MPH||133 ft|
|LATERAL ACCELERATION||0.91 g avg|
|MT FIGURE EIGHT||25.7 sec @ 0.72 g avg|
|TOP-GEAR REVS @ 60 MPH||1850 rpm|
|PRICE AS TESTED||$38,790|
|STABILITY/ TRACTION CONTROL||No/yes|
|BASIC WARRANTY||3 yrs/36,000 miles|
|POWERTRAIN WARRANTY||5 yrs/60,000 miles|
|ROADSIDE ASSISTANCE||5 yrs/60,000 miles|
|FUEL CAPACITY||16.0 gal|
|EPA CITY/ HWY ECON||16/23 mpg|
|RECOMMENDED FUEL||Unleaded premium|
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