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We're not certain exactly who or what started the long-running Chevrolet C10 pickup craze (it very well could have been Truckin', or any one of MotorTrend's former truck-enthusiast magazines), but there's no arguing the fact that today these trucks, produced from 1960 to 1987, are timeless.The latest cool Chevy C10 being brokered at Mecum Auctions' Harrisburg, Pennsylvania, event (and there are several) is this model, slated to cross the block on Saturday, July 30, 2022. Actually, Lot #S123 is beyond being simply cool because, as a 1974, it's an early pioneer of the "Squarebody" era (1973 to 1987), examples of which are today the most coveted C10s of the entire run, in any condition (kind of like an old Mopar muscle car).What you're looking at in these photos is a true survivor; a Custom 10 that somehow has escaped the perils of dilapidation and destruction, as well as the clutches of "builders," customizers, hot-rodders, and modifiers (for now). This Chevy squarebody is 100-percent original, from its Grecian Bronze paint to the Uniroyal tires it was delivered on in 1974. The truck was purchased by a Minnesota farmer who reportedly owned it for a few years, only using it to attend church services on Sundays.Let's get to the images of this timeless classic, which certainly could sell for a king's ransom based on its perfectly preserved condition, highlighted by only 723 original miles. As classic Chevy C10s go, the big question is whether the winning bidder will keep this rig "as is" for a continued eternity, or if it is destined for full customization, and eventually possible resale at a future Mecum auction.Tune in to MotorTrend's exclusive coverage of Mecum's Harrisburg auction. Broadcasts start July 28 at 6:00 p.m on MotorTrend+ and MotorTrend TV.

Modern-day Lamborghini has a habit of milking the underpinnings of its series-production cars for all they're worth in the shape of rebodied and somewhat mechanically upgraded (to varying degrees) ultra-limited editions. If you're unfamiliar, see examples named Reventón, Centenario, and Veneno, for starters, and the most recently controversial and maligned Countach LPI 8004. So it's not terribly difficult to sometimes take a cynic's view that says the company relishes finding relatively easy ways to convince its richest clients to tap further into their hedge funds or throwaway crypto profits rather than developing truly new machines—you know, the type of series-production cars we might decades from now remember just as vividly as we do the revolutionary ones Lamborghini earned its reputation on in the first place. So we were thrilled to discover after a recent drive of the Lamborghini Essenza SCV12 that this offering occupies a different strand on the company's genetic spider graph.What Is the Essenza, Anyway?The Lamborghini Essenza SCV12 is indeed another limited toy for car-crazy moguls, and it carried a starting price of 2.2 million euros. "Carried," because Lamborghini already sold all 40 of them. For the record, U.S. buyers paid whatever the dollar-to-euro exchange rate was on the day of their transaction; at this moment, the price would be nearly $2.5 million if you could still get one from the factory.The "SC" in the Essenza's name stands for "Squadra Corsa," which is the Italian manufacturer's motorsport division. ("Essenza" translates to "Essence" in English.) Squadra Corsa is responsible for developing Lamborghini's GT3 race cars, as well as running the Super Trofeo one-make series that exclusively features Huracán Super Trofeo Evo race cars competing in 50-minute sprint races. Like those Huracáns, the Essenza SCV12 isn't street legal, making it a hugely expensive track-only car aimed at wealthy gentleman racers, track-driving enthusiasts, and gotta-have-everything collectors.Other than the car, the purchase price includes two years of storage at Squadra Corsa's facility in Sant'Agata Bolognese, Italy, with oversight from technicians and 24-hour-a-day video surveillance for owners to look in on their cars whenever desire or paranoia takes hold. One bright spot: Unlike Ferrari and its FXX-K, for example, Lamborghini will allow Essenza owners to take their cars home or wherever they desire, rather than making it such an ordeal owners just leave their cars at the factory.Squadra Corsa does organize and support several arrive-and-drive outings per year at circuits around the world; simply show up, and your baby is there, prepped and waiting to rip. The 2022 schedule features 11 dates between February and December, with stops at famous U.S. road courses including Laguna Seca and Watkins Glen, and contemporary Formula 1 venues Barcelona and Abu Dhabi. Essenza SCV12 owners also get track time during Lamborghini's annual Super Trofeo World Finals event, scheduled in 2022 for early November at Portugal's Portimão circuit. The World Finals entry and accommodations are included in the car's purchase price for three years; other events carry additional entry fees plus the cost of consumables such as tires, fuel, brakes, etc. Lamborghini offers participants driver coaching from its stable of pros, though all Essenza lapping sessions are conducted in a track-day format, without actual racing.Owners also pay extra for any private track time they wish for themselves; the bill depends on the scope of the program but typically falls in the $50,000-$100,00-plus range. Another bright spot: You'll write the check, but one call to Squadra Corsa's concierge yields a proposed itinerary within 48 hours, covering everything you want to do on- and off-track, plus track rental, car shipping (if necessary, including overseas), meals, and anything else you need.Notable Chassis ConstructionHere's where the Lamborghini Essenza SCV12 gets good: This car is a long way from simply being a rebodied and retuned production model. It's effectively a purpose-built race car, though it isn't homologated for competition in any actual racing series. But that was the point: to build a track car unrestricted by the typical performance-limiting rules that govern global GT racing.Lamborghini did, however, pay big attention to safety, working with the FIA—the governing body of international motorsports—to develop the Essenza's safety technology beyond what GT rules require today. In that sense it's a bit of a rolling laboratory, a GT-style race car with a carbon-fiber monocoque chassis built to existing Le Mans Prototype safety standards. But where typical GT race cars use a steel roll cage, the SCV12's carbon cage is integrated within the monocoque structure, a solution you'll see down the road on actual racing-homologated GT contenders.Whereas the Essenza's carbon chassis is based on that of the Lamborghini Aventador, only the lower part of the monocoque is similar, the company says, with 60 percent of the chassis redesigned to hit the safety targets and comply with FIA standards. The front and rear frames, suspension, gearbox, and electronics were developed specifically for this car.What's It Like to Drive?Lamborghini let us behind the Essenza SCV12's Formula 1-style wheel for 16 laps of Las Vegas Motor Speedway's 1.1-mile road-course configuration. The nine-turn circuit is more club track than proper race course; most of it is taken in second or third gear, but the front straight allowed for an extra gear or two and speeds in the 140-mph ballpark before a reasonably challenging-to-nail heavy braking zone for the second gear Turn 1 lefthander. The venue, and the fact Lamborghini let us run whatever pace we wanted, was enough to demonstrate the Essenza's intriguing package of thrills combined with approachability for non-pro drivers.You get a kick out of the experience before you're even out of pit lane. Strapped into the five-point harness, the starting procedure is simple but fun, especially for motorsports enthusiasts: Flip on the master switch and briefly let the electronics boot up, then push the ignition button followed by the start button. Once the 6.5-liter V-12 thumps alive, hold the car on the brakes (left foot preferred), punch and hold the blue button on the steering wheel for neutral, and click the right-hand shift paddle once for first gear in the Xtrac-built six-speed sequential manual racing 'box. Foot off the brake, hit the throttle, and the automated clutch (there is no pedal) engages, and you're off.You bounce around as you trundle down pit lane, typical race-car behavior thanks to a limited-travel pushrod suspension that doesn't like painfully slow driving. The rear suspension is mounted straight to the gearbox, which serves as a stressed structural chassis element (common race-car architecture that's rare in production vehicles).Kill the pit-speed limiter by clicking a button on the wheel, and bam! The Essenza howls like only a naturally aspirated Italian V-12 does, noises exaggerated by the SCV12's unique and unrestricted Capristo exhaust system. The engine is the same as the Aventador's, but thanks to a less restrictive exhaust, a bespoke air-intake system that makes use of ram effect via the engine-feeding roof scoop, and a Motech motorsports ECU, it produces 820 hp at 8,500 rpm and 568 lb-ft at 6,000. That's a 60-hp and 37-lb-ft increase compared to the stonking Aventador SVJ road car. Gulp.But within a few laps, even once we turned the power all the way up—a mode switch on the wheel offers five settings beginning at 695 hp and ramping up in 25-hp increments with each click of the dial—the nuclear straight-line speed isn't what got us. Rather, with bespoke Pirelli slick tires and monster downforce from the aero package, the car's grip and handling have you shaking your head and giggling even on a slow track like the one we drove. For perspective, Lamborghini claims 2,645 pounds of downforce at 155 mph, with even more at higher speeds; that exceeds the downforce of a true GT3 race car. It's darn near almost enough to theoretically allow the car to drive upside down without falling off the ceiling, if the track allowed it.The LVMS road course didn't let us get near what the Essenza's aero and tire package can really do, but we still felt the massive grip, especially through a flat-out third-gear kink toward the end of the lap, and also in how late we could brake into Turn 1. (The steel brakes are by Brembo, with carbon-ceramics also available.) Braking-marker boards on the side of the front straight served as guides; Lamborghini pro drivers present during our test drive suggested braking at the third board from the end as we learned the car, and then suggested working our way down to braking between it and the second board. But after a few laps of feeling what the car was capable of and finding our confidence buoyed, we rocked the Essenza down the front straight past the third board, past the halfway point, and nearly all the way to the second marker before crushing the pedal.Holy Ferruccio, did it ever work. The brake pedal feels softer than you might expect in its first bit of travel then firms up significantly and provides outstanding modulation and control. There are no latency issues with the pedal, and that fact allowed us to bleed massive speed immediately, then remain easily in control as the back end wobbled before gripping back up through the middle of the braking zone. Finally, downshifts completed with a few satisfyingly solid clicks of the left-hand paddle, we trailed off the pedal at the turn-in point and the Essenza dug in, nailed the apex, and tracked out the other side with what we swear was a yawn. We're convinced we could have gone another 20 feet deeper into the braking zone—and we also weren't stupid enough to try it. But the fact we believe it after such a brief experience of the Essenza SCV12 says a lot about how much confidence the car inspires. We didn't bother recording lap times on this day, but Lamborghini told us the Essenza is some 3 to 4 seconds quicker than the Huracán GT3 race car around medium-to-high-speed tracks in the hands of pro drivers, despite it weighing a few hundred pounds more. We have little doubt this is accurate.Odds and EndsThe car's overall setup during our drive was tuned toward understeer just to keep things manageable for the amateur drivers Lamborghini invited to sample it, but there's a huge amount of adjustability in the Essenza. Even with this setup, we discovered we could rotate the chassis somewhat into the corners using the brakes and then confidently go to the power. One thing for drivers to keep in mind is that this is a heavier, long-wheelbase (114.4 inches) car compared to most racing models, so it's a bit more deliberate, relatively speaking, in its responses to inputs. Some people might even initially find it counterintuitive if they get into it with only the eye-catching power and torque specs in mind while expecting the knife-edge, snappy reactions of a car boasting a smaller footprint.With more time, we would have found a slightly more comfortable position for the steering wheel, which, just like the pedals, is easily and quickly adjustable to accommodate a range of driver sizes and preferences, and we disliked the screen mounted in the center of the roof above the dash. The latter is for displaying data to technicians after on-track sessions, but its location impedes your field of view somewhat when you try to look ahead through corners like you should always do. To its credit, Lamborghini says it has heard the same comment from some owners and is working on a better solution.Our biggest gripe, though, is we didn't have time to run another 50 laps. Not only for fun and to increase our speed and adapt ourselves more to what the car likes, but to also explore deeper into exactly what it can do when you make adjustments. Along with the power/engine map, the trick steering wheel (which we didn't mess with outside of the power settings) allows you to tune the differential, clutch, traction control, ABS, and power steering to your preferences depending on the circuit and the specific corners you're driving. There are also controls for brake bias, throttle behavior, and more. The total package makes for a mighty engaging and pure race car experience, even though this isn't technically a race car. Well, at least not a homologated one you'll ever see in true competition.In a way, then, you could call the Lamborghini Essenza SCV12 a car without a home, except Lamborghini and Squadra Corsa have created a community around it for the 40 owners who understood the vision and what the Essenza offers. But because of the car's limited numbers and track-only usability, there's a good chance you'll never see one in the wild, let alone running in anger. From that perspective, it's massively tempting to lump it in with those other rare, virtually one-off modern Lamborghinis that have come and gone and are now distant memories mentioned only occasionally by diehard hypercar nerds. And that's a shame, because after driving the Essenza SCV12 as it's made to be driven, we suspect we'll forever remember this one as being in an entirely different league.Lamborghini Essenza SCV12 BASE PRICE $2,488,357 (est) LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 6.5L/820 hp @ 8,500, 568 lb-ft @ 6,000 DOHC 48-valve V-12 TRANSMISSION 6-speed sequential CURB WEIGHT 3,230 lb (est) WHEELBASE 114.4 in L x W x H NA 0-60 MPH 2.8 sec (est) EPA FUEL ECON NA EPA RANGE (COMB) NA ON SALE Sold out Show All

Dear Jonny,I was terribly distressed to learn of your recent bout of COVID-19 and your unfortunate but necessary withdrawal from our long-anticipated rendezvous with the 2022 BMW M5 CS, the 2022 Cadillac CT5-V Blackwing, and the 2021 Mercedes-AMG GT63 S.Equally disappointed was your dear friend Reggie Watts, the delightful band leader of The Late Late Show with James Corden and quite the car expert. Much to our relief, our mutual friend Ed Loh was able to make time in his busy schedule to take your place as our third.Still, I recognize what a great letdown this must be for you, so you have my word I'll write often of our experience so that you may find some small comfort in your time of recuperation.Sincerely, Scott2022 BMW M5 CSDear Jonny,I hope my letter finds you well; may the following good news hasten your recovery. Today's activities reminded me of when we were last together with Ed. We had just become acquainted with the greatly anticipated M5 CS but were equally disappointed to learn BMW was unable to equip it with the proper tires. How sad we were the car couldn't perform at its best.It is with much delight that I inform you this wrong has been put right. Finally, BMW has secured a set of the coveted Pirelli P Zero Corsa tires for our evaluation, and the difference is palpable to the skilled driver. No longer does the car seem skittish and struggling to maintain its hold of the road. Its monstrous power and sharp responses now are equaled by its purchase on the asphalt, doing away with the past concern the car would simply overpower the tires' rubber at a critical moment.Curiously, these welcome subjective revelations are not supported by objectivity. Our colleagues in the testing department report the M5 CS is slightly less exceptional in all performance measurements on this gummy tire than on the Michelin tire we last experienced the car with, the one we both agreed wasn't up to the task. As highly as we regard our instrumented findings, surely you agree with Ed, Reggie, and myself that the confidence the operator has in the automobile is paramount. Ed and I, having previously flogged the car with the other tires, are of the same mind: These new tires are the driver's choice.The M5 CS is an imperfect thing in some ways. None among us had kinder words for the front seats than we did the last time we were forced to occupy them. We also remained unenchanted by the needlessly thick steering wheel. Veteran critic Ed found it "fatiguing," and our newly minted judge Reggie agreed: "If I had to do a bunch of runs with that steering wheel, man, my hands would be so tired."Less passionately, we were also disenchanted with the brake pedal response, which we all found soft under initial contact before firming up nicely. As Reggie put it to us, it's "a little light at the beginning of travel, and then it kind of bites down. Once you get used to it, it's fine, but I usually like—from beginning to end—a more firm pedal."As you may suspect, we remain unimpressed with the complexity of the interface required to tailor the car's myriad performance settings. I know you disagree, but having the Cadillac and Mercedes on hand was illustrative of how the system could be simplified without losing its range of customization. It's rare we find cause to advocate for more features to migrate to the touchscreen, but done well it effectively corrals all the buttons necessary to adjust vehicle systems in one intuitive place rather than scattering them across the vehicle's interior.Quibbles aside, we collectively found the M5 CS to be utterly enthralling on a fine mountain byway. The ferocity of its acceleration, the ceaselessness of its grip on the pavement, and the nimbleness of its responses impressed us greatly.Sincerely, Scott2022 Cadillac CT5-V BlackwingDear Jonny,I write in hopes your recovery has progressed since my last letter. I was recently reacquainted with a dear friend of ours who was with us when last we were together with Ed, the CT5-V Blackwing. These many months have been far too long, and we were thankful to have this time together again. It was as if nothing had changed, though the Cadillac did trade its lovely manual transmission for a more fashionable 10-speed automatic.We introduced the Blackwing to our mutual friend Reggie in hopes they would hit it off, but it was not to be. Much as he enjoyed the car's poise and capability, he simply could not reach an accord with the programming of the automatic transmission. In addition to the Cadillac's many adjustable performance parameters, the manufacturer has of late introduced a performance gear-shifting algorithm that attempts to identify a driver's intent and deliver the transmission's most raceworthy calibration. While Ed and I took no issue with it, the program simply did not suit Reggie's driving style, and it frustrated him to no end.The only other manner in which the Blackwing failed to endear us was in its top-end power delivery, an artifact of its pushrod-valved and supercharged engine design. In any normal circumstance, the car's power is intoxicating, but in the company of vehicles with enormous top-end power that never seems to taper off, the Blackwing never felt as powerful as the M5 CS or GT63 S despite having the greatest output of the three.This dichotomy is represented clearly in the measured testing results and undoubtedly attributable to its status as the only rear-driven car present. In choosing not to route power to the forward axle, Cadillac has foregone the performance advantages offered in favor of the vehicle's dynamic character.What a character it is! We have to say this is the best rear-drive sedan ever made. The Blackwing's ability to effectively translate such overwhelming power to just two wheels boggles the mind. The driver can be just about as aggressive with the accelerator as they like while exiting a corner, and the car is able to apply its power almost wholly to acceleration rather than lose some amount to oversteer. It is truly remarkable.Equally impressive is the CT5-V Blackwing's ability to decelerate. We were all in agreement, the stopping power and tactile feedback of the Blackwing's brakes stood head and shoulders above the others'. Even Reggie, who found the Cadillac's transmission so disagreeable, said its brakes were the best in his estimation.We were all similarly infatuated with the car's handling and composure. We deemed it the most capable of absorbing roadway imperfections without disturbing its balance and deeply confidence-inspiring in its movements and reactions. We even found its seats the most comfortable while still providing adequate adjustable lateral support.We must tip our hat to Cadillac for remaining steadfast in its commitment to the powerful rear-drive sedan, not as an anachronism but as a statement. We applaud the firm not only for standing on principle but also for putting in the elbow grease necessary to bring this concept to its fullest potential in the Blackwing.Sincerely, Scott2021 Mercedes-AMG GT63 SDear Jonny,I am optimistic this letter will see you soon reaching the end of your convalescence. I find occasion to write again after bumping into an old acquaintance, the GT63 S. It was The Before Times when last we met, and I remember thinking the AMG a skilled operator with a cold and detached personality. My memory served me well, as it has not changed its demeanor over the intervening years. Nor could it have recently, as Mercedes opted not to produce any for the 2022 model year.Ed and Reggie agree. "It's sporty, but weirdly I didn't really want to drive it fast," Reggie said. "I drove it quickly, but not fast. This car's a really refined, badass tank that has power and can definitely corner, but it feels to me more luxurious than it does sporty."Indeed, the instrumented results show it's either as capable as the BMW or nearly there in every metric. It is a truly quick car with stupendous brakes and delightful cornering prowess, but it makes no emotional connection with the driver. It's a shame, really. A car this capable ought to have no issue being enthralling.Not just dispassionate, it hides its speed, as well. Each of us recounted at least one moment of arriving at a corner far more quickly than anticipated, the lack of feedback disguising the vehicle's true velocity. Thankfully, we found the brakes excellent, though they couldn't top the feel of the Blackwing's pedal.Otherwise, the GT63 S is a fine piece of work. The interior is really quite an accomplishment, finely crafted in rich leather and sturdy stitching. True, the on-screen interface remains cumbersome and overly layered, but the new row of shortcut buttons is welcome. If only they weren't capacitive, and the same goes for the steering wheel controls.The other issue meriting a mention is the dismal rear window. The car's massive hatch is certainly accommodating to cargo, but the necessary reinforcements encroach on the glass area. This would be a minor annoyance if not for the fixed rear wing, which bisects the window, further reducing visibility.Although the GT63 S' flaws are few in number, the aloofness considerably dampened our enthusiasm for the car—especially considering its notably higher price.Sincerely, ScottA Final CorrespondenceDear Jonny,I hope this last letter sees you fully recovered. I had a wonderful conversation with Ed and Reggie regarding our comparison and thought I should share our conclusions.Between the M5 CS, CT5-V Blackwing, and GT63 S, we all shared a preference for the BMW. The power of its performance, the gracefulness of its handling, and the passion it showed us left us each in its thrall. It was a unanimous decision: The M5 CS is the greatest sport sedan in the land.Our thoughts were less in lockstep regarding the other two. Ed and I were impressed by the poise and precision of the Blackwing, especially considering its two-wheel-drive chassis. Reggie, however, was still so frustrated by the transmission he ranked the Cadillac third.We were similarly divided by the GT63 S. Here, Reggie found its style and demeanor appealing enough, but Ed and I remained unmoved. We struggled to find connection with the car despite our best efforts.Sincerely, Scott3rd Place: 2021 Mercedes-AMG GT63SProsCrazy quickIncredible InteriorLeast ostentatious ConsNo personalitySquishy brake pedalObnoxious touch-sensitive buttonsVerdict: Crazy capable but still unable to connect with the driver on an emotional level. 2nd Place: 2022 Cadillac CT5-V BlackwingProsPuts the power downExcellent brakesMost comfortable seats ConsSlowest despite being the most powerfulPerformance shift algorithm is wonkyDoesn't feel as fast as it isVerdict: The best rear-drive performance sedan ever made. 1st Place: 2022 BMW M5 CSProsWickedly fastEndless gripShockingly nimble ConsUncomfortable seatsToo many buttons for performance setupChunky steering wheelVerdict: At BMW, "CS" now means what just "M" used to—the M5 CS is the performance division at its greatest.  2022 BMW M5 CS Specifications 2022 Cadillac CT5-V Blackwing Specifications 2021 Mercedes-AMG GT63 S 4Matic+ Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD Front-engine, AWD ENGINE TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Supercharged direct-injected OHV 16-valve 90-degree V-8, alum block/heads Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads DISPLACEMENT 4,395 cc/268.2 cu in 6,162 cc/376 cu in 3,982 cc/243 cu in COMPRESSION RATIO 10.0:1 10.0:1 8.6:1 POWER (SAE NET) 627 hp @ 6,000 rpm 668 hp @ 6,500 rpm 630 hp @ 5,500 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm 659 lb-ft @ 3,600 rpm 664 lb-ft @ 2,500 rpm REDLINE 7,000 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 6.5 lb/hp 6.4 lb/hp 7.4 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic 9-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 3.27:1/1.99:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar STEERING RATIO 14.3:1 11.6-15.5:1 14.4:1 TURNS LOCK-TO-LOCK 2.3 2.2 1.6 BRAKES, F; R 15.8-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.7-in vented cast-iron disc; 14.7-in vented cast-iron disc 15.8-in vented, drilled, 2-pc carbon-ceramic disc; 14.2-in vented, drilled, 2-pc carbon-ceramic disc, ABS WHEELS, F;R 9.5 x 20-in; 10.5 x 20-in forged aluminum 10.0 x 19-in; 11.0 x 19-in forged aluminum 10.0 x 21-in; 11.5 x 21-in, forged aluminum TIRES, F;R 275/35R20 102Y; 285/35R20 104Y Pirelli P Zero Corsa (star) 275/35R19 100Y; 305/30R19 102Y Michelin Pilot Sport 4S 275/35R21 103Y; 315/30R21 105Y Michelin Pilot Sport Cup 2 M01 DIMENSIONS WHEELBASE 117.4 in 116.0 in 116.2 in TRACK, F/R 64.0/62.8 in 63.3/62.3 in 65.7/65.2 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 194.9 x 74.1 x 56.5 in 199.2 x 76.9 x 57.0 in TURNING CIRCLE 41.4 ft 42.6 ft 41.3 ft CURB WEIGHT (DIST F/R) 4,104 lb (56/44%) 4,253 lb (54/46%) 4,637 lb (54/46%) SEATING CAPACITY 4 5 4 HEADROOM, F/R 40.7/38.5 in 39.0/36.3 in 40.8/38.2 in LEGROOM, F/R 41.4/36.5 in 42.4/37.0 in NA/28.6 in in SHOULDER ROOM, F/R 58.7/55.9 in 56.7/55.7 in 57.7/57.2 in CARGO VOLUME 14.0 cu ft 11.9 cu ft 13.0 cu ft ACCELERATION TO MPH 0-30 1.1 sec 1.6 sec 1.0 sec 0-40 1.6 2.2 1.5 0-50 2.2 2.9 2.1 0-60 2.9 3.7 2.9 0-70 3.7 4.5 3.7 0-80 4.5 5.4 4.7 0-90 5.5 6.5 5.8 0-100 6.7 7.6 7.1 0-100-0 10.5 11.6 11.0 PASSING, 45-65 MPH 1.4 1.5 1.5 QUARTER MILE 10.9 sec @ 127.9 mph 11.6 sec @ 124.9 mph 11.1 sec @ 124.6 mph BRAKING, 60-0 MPH 101 ft 100 ft 103 ft LATERAL ACCELERATION 1.07 g (avg) 1.01 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.88 g (avg) 23.8 sec @ 0.85 g (avg) 23.3 sec @ 0.88 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,600 rpm 1,400 rpm CONSUMER INFO BASE PRICE $143,995 $90,390 $163,950 PRICE AS TESTED $148,995 $110,635 $199,910 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles 4 yrs/50,000 miles FUEL CAPACITY 20.1 gal 17.4 gal 17.4 gal EPA CITY/HWY/COMB ECON 15/21/17 mpg 13/22/16 mpg 16/21/18 mpg EPA RANGE, COMB 342 miles 272 miles 380 miles RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium ON SALE Now Now Sold out Show All