Vintage Lines Hide Modern Hellcat Muscle
The dance we do as hot-rodders typically goes like this: We find a classic car, strip it down to the bare body, and then rebuild it to suit our own, often modernized vision. With a pro touring- or restomod-type build, that includes adding a high-power modern EFI engine, modern brakes (often with ABS on the nicer builds), and amenities like air conditioning and a rockin' audio system. In essence, the classic lines of the old body are kept, and the newest performance and cruising technology is grafted to it. It's time-consuming and expensive, but it gives us the look we want along with modern performance.
But what if you did it the other way around? This would be where you took a modern performance car and added body panels to replicate the classic lines. This isn't a new idea, but to be honest we haven't loved the results in the past. The problem is that modern cars have modern dimensions and structures that don't always play nice with the lines of our classics. This is especially true around the windshield and A-pillars. For example, we remember a company that was trying to make a C5 Corvette look like a vintage C2 'Vette, but the windshield area just killed it since the C5's A-pillars were way too swept back for aerodynamics. It just looked wrong. We had yet to see one of these retrofied modern muscle cars done where the proportions were right, or at least close enough to still look good.
That was until we spied the builds from eXoMod Creations. It was their C68 CARBON build (a clever code for 1968 Charger) and it actually looked like a vintage Dodge Charger! Now, we're not saying it's an exact copy, but it certainly captures the soul of a '68-'70 Charger that's been given a 21st-Century makeover. You get all the modern performance and tech of a new Dodge Hellcat (707 hp) or even a Hellcat Redeye (807 hp) with the vintage vibe of its '60s-era ancestor. They are also currently offering the C69 CARBON, which is reskinned in carbon fiber to look like a 1969 Charger.
eXoMod Creations owes a thank you to Dodge for making this possible. You see, the C68 CARBON Charger is exactly the same length as a bone-stock 1968 Charger. It also has the exact same wheelbase! Add in that the windshield rake isn't nearly as extreme as some cars, such as Camaros and Corvettes, and you end up with proportions that are close enough to work. One area that changes, though, is the car's width, since the eXoMod C68 CARBON is a true widebody. This is done with the quarter-panels and fenders instead of the fender flares used on a modern widebody Dodge. The result of all this body-swap voodoo is a modern Dodge Hellcat that has the look of a vintage Charger, with the right proportions so that your eye doesn't dismiss it all as some sort of bait-and-switch deal.
As they said in that old Ginsu knife infomercial, "But wait—there's more!" You see, the new vintage-shaped body panels aren't stamped-steel, they're carbon-fiber. This means the new retro-modern Mopar is 400 pounds lighter than a factory Hellcat Challenger! The weight loss is akin to free horsepower for an already stupid-fast car. Oh, and the body panel swap retains Dodge's powertrain warranty.
The interior of the eXoMod cars stays pretty stock with the exception of better, Italian leather for the seats. All the high-tech options found on a new Hellcat are still there, so you have heated and cooled seats, launch control, and safety stuff like airbags and backup sensors.
eXoMod isn't stopping with Chargers. Other classic Mopars are getting the reskinned-in-carbon treatment as well. The D71 is styled after the 1971 Dodge Demon, and we have to say the rendering looks kickass. This ride, limited to just 25 vehicles, should be done around the summer of 2023. Like all the eXoMod cars there are tons of color, wheel, and trim options.
Want something wilder? How about a Hellcat reskinned to look like a 1969 Charger Daytona? Yep, big nose, big carbon-fiber wing, and tons of attitude. They are currently building this Daytona and hope to have it on display at November's MCACN event in Chicago. All the eXoMod conversions roll on high-end Forgeline wheels. Even these rollers, which look like vintage steelies, are in fact 20-inch billet Forgeline wheels!
Now this isn't an inexpensive proposition, but what is these days? Consider the cost of taking a 1968 Charger and building it into everything the 2022 Hellcat is. All the comfort, all the power, all the modern suspension parts, flush-mounted glass, and latest technology. A build like that would be hundreds of thousands and take an eternity to get done. eXoMod can convert your existing Challenger (all the way back to a 2011 R/T model year) for $275K and have it built, painted, and on the road in around 8 weeks! They also sell complete cars, customized to your tastes, starting at $400K for the 707-hp Hellcat or $450K for the 807-hp Redeye!
For us mere mortals, nearly half a million bucks falls into fantasy land, but you could easily spend that much, and more than likely more, adding all the Hellcat guts and carbon fiber to a vintage Mopar, and still not end up with a car capable of reliably making cross-country drives. This car drives like a new Hellcat because, in essence, it is a new Hellcat. In short, this is just another way to skin the proverbial feline; a way to get those classic-car lines we love along with the modern kickass performance we've become accustomed to. To window-shop or place an order, click on over to www.exomodcarbon.com. If you're at the 2022 SEMA show in Vegas, look for booth 24995 in the Hot Rod Alley, where a new purple car that's just being finished up will be on display.
Watch! Roadkill's General Mayhem Gets Upgraded
Is the '68 Dodge Charger the "best car" like David Freiburger says? Maybe, but the General Mayhem is definitely one of the most iconic Roadkill cars. Watch as Roadkill Garage hosts Freiburger and Steve Dulcich give it tons of body upgrades and engine-saving modifications before hitting the road for proper break-in procedures—aka burnouts! Sign up for a tree trial to MotorTrend+ and start watching every episode of Roadkill Garage today! Video created by Little Dot Studios.
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We've all known a Ford Bronco Raptor was coming, but nobody in the public Broncosphere has known for sure how Ford Performance planned to endow the Bronco with F-150 Raptor-worthy performance—would it do so using an EcoBoost V-6 (and if so, which one?) or a Coyote V-8? Well, now we know: The Ford Performance gang has worked its magic on the 3.0-liter EcoBoost twin-turbo V-6 from the Explorer ST, modifying it extensively to suit the Bronco Raptor's mission, which is to "reward the revs." (For more on the V-6/V-8 decision, head here.)That means the engine should produce meaningful power all the way out to the far reaches of the tachometer while the standard 10-speed automatic transmission's gearing ensures that power is easy to explore the top of the tach. Here's what it took to turn a family SUV motor into a desert stormer for a hardcore 4x4, plus the modifications needed to get that power safely routed to the ground.What's Under the Bronco Raptor's Hood?You'll recall that the 3.0-liter EcoBoost is basically a bored and stroked EcoBoost Nano family sibling of the compacted-graphite-iron-block 2.7-liter powering other Broncos, so it bolts in with relative ease. Relative to the Explorer application, this Bronco Raptor 3.0 features unique cylinder heads that eliminate the exhaust-gas recirculation and emphasize maximum air flow into and out of the engine.A giant high-flow intake airbox and filter drop air straight down into the turbos on each side, helping to reduce the overall restriction on the low-pressure side by 50 percent. The turbos themselves are new for the Raptor, and the plumbing to, from, and through the intercooler is improved to lower restriction. The combustion chambers flow more air, then aft of the turbos there is a full true dual exhaust system with 2.7-inch pipes and a new-to-Bronco four-position active-valve (Quiet, Normal, Sport, and Baja) that reportedly helps deliver a total drop in backpressure of 20 percent.The combined effect of all these mods is greater "boost durability," which means the boost sustains to enhance high-end power and prevents that feeling of power falling off a cliff as you near the engine redline. The new Baja drive mode also activates an anti-lag turbo calibration that further maximizes performance during high-speed desert running. As of press time, the team is still six weeks or so from finalizing the engine's state of tune and certifying it with the EPA, but we're assured it will make north of 400 horsepower. Considering this engine makes 400 hp at 5,500 rpm and 415 lb-ft at 3,500 rpm in the Explorer ST, we'd expect a healthy increase in peak power, probably at a higher rpm, with peak torque rising less but remaining available over a wider plateau.Driveline ModsIt takes a lot more torque to get a big 37-inch tire spinning than it does a 30-inch 255/70R16 or even a 35-inch 315/70R17 Sasquatch tire—especially if one tire ends up pulling the entire vehicle, due to locked axles and slippery conditions under the other three tires. Then there's the driveline shock that comes when a big, spinning tire suddenly finds traction and stops or slows upon landing from, say, a jump. To cope with these magnified driveline forces, both front halfshafts and both ends of the stronger front drive shaft get beefy constant-velocity joints—no simple universal joints here. The outer hubs and bearings are also strengthened.Following the torque aft, the rear drive shaft is also beefed up and it feeds a stronger new Dana 50 Heavy-Duty AdvanTEKrear axle (up from a Dana 44) made of thicker (9-mm) steel tubes capped at each end by a unique forging that helps widen the track. The differential is fitted with a bigger, stronger 235 ring gear (up from 220) and pinion, retaining the Sasquatch model's 4.70:1 axle ratio. Ford Performance developed both these axles and fits them to the Bronco DR race truck. They increase the track width by 8.2 inches front, 6.7 inches rear, relative to the Sasquatch package.Upstream of all this, the transfer case gets a stronger clutch for 4A automatic on-demand engagement, but it carries over the 3.06:1 low-range ratio and overall 67.8:1 crawl ratio. The standard 10-speed automatic is unchanged but for a revised torque converter and the addition of a second transmission oil cooler.Fearless Bronco Raptor 0-60 Time PredictionFord doesn't estimate acceleration times, but it says the base Bronco Raptor's curb weight should come in just under 5,750 pounds. If we conservatively estimate engine output at 430 horsepower, that gives a weight-to-power ratio of 13.4 pounds/horsepower. That's almost exactly what we measured on the last Ford F-150 Raptor 37 pickup we tested (13.3 lb/hp), and that full-size truck took 5.6 seconds to hit 60 mph on the same tires, with virtually the same transmission and a slightly taller axle ratio. So we're guessing the smaller truck will improve on that just slightly and lay down a 5.5-second 0-60 time, shaving at least a second off the quickest Bronco time we've measured.
aston-martin dbx Full Overview"Watch this." Aston Martin boss Tobias Moers keeps his foot hard on the brake, selects launch control, and pushes the gas pedal to the floor. The revs build with a guttural snarl, then he sidesteps the brake pedal. The Aston Martin DBX707 super-SUV lunges with a roar like a hungry lion, the nine-speed transmission snapping through the upshifts as the twin-turbo V-8 kisses the 7,000-rpm redline. Moers laughs out loud. "It's ridiculous fast," he says.A tight left-hander. Moers pitches the Aston into the turn and punches the throttle. The tail swings wide, and he catches the motion with an armful of opposite lock. He keeps his foot down, and the Aston exits the turn in a graceful drift, as comfortable and composed as a sports car. Moers grins. "You shouldn't be able to do this in an SUV," he says, shaking his head.It's good to see the boss enjoying his new toy.And the Aston Martin DBX707 is very much Moers' toy. His fingerprints are all over Aston's new super-SUV, from the tweaked, AMG-sourced 4.0-liter twin-turbo under the hood, to the AMG Speedshift MCT wet-clutch nine-speed automatic with its Sport+ mode and launch control function, to the chassis that's been tuned to deliver precision and support without compromising ride comfort.The DBX707's mission statement is simple: to be faster than a Lamborghini Urus and to handle better than a Porsche Cayenne Turbo Coupe. And after a brief drive of a production-ready prototype at Aston's compact Stowe Complex test track at Silverstone, England, we're tempted to say, "Mission accomplished."The DBX707's raw thrust is a given: With 697 hp and 664 lb-ft of torque under the hood, even a 5,000-plus-pound SUV is going to feel quick. This Aston builds speed with relentless intensity, the power delivery so smooth and linear, you must carefully watch you don't hit the rev limiter if you're shifting manually. Moers claims a 0-60-mph acceleration time of less than 3.5 seconds and a top speed of 193 mph, and the DBX707 feels every bit that quick.But what's much more impressive than how the DBX707 goes is how it handles. It feels agile and responsive, not twitchy or straining at its tethers, especially when changing direction rapidly. It has, quite simply, the best, most authoritative front end of any super-SUV in the business, precise in its response and concise in its feedback. Turn in, and the Aston goes exactly where you point it. More important, there's plenty of support from the rear axle, right through from corner entry to exit.Much of that, Moers says, is the result of a major rework of the front suspension, particularly in terms of its supporting structures. A cross-brace means the front shock top mounts are 55 percent stiffer than those of the standard DBX. A 0.16-inch-thick underbody panel has raised torsional stiffness by 1.3 percent to improve steering response and impact control. Compression and rebound damping have been increased by 20 and 10 percent.Modifications at the rear include a new e-diff with a higher locking rate, and spring and damper rates that are softer than those at the front. Overall, the electronic active roll system has been recalibrated to deliver 50 percent more torque on low body motions, and the roll control is now more rear-biased at higher cornering speeds to reduce understeer.As a result, the DBX707 feels remarkably light on its feet, with none of the slightly leaden, nose-heavy feel you get when pushing a Lamborghini Urus or a non-GT Porsche Cayenne Turbo Coupe—the car Moers' team initially used as a dynamic benchmark—and little of the exaggerated roll and head toss you normally feel in vehicles with a high center of gravity. And although it's tighter and tauter than a regular DBX, the ride is still impressively refined, with no harshness or jitters over small, sharp lumps and bumps.It still feels more like a grand tourer than a track rat.The Aston Martin DBX707 is hella fast in a straight line and jaw-droppingly good through the twisty bits. We'll reserve final judgment until we get to spend more time with it on real-world roads a few weeks from now, as well as until such time we can pitch it against its rivals in a proper comparison test. On first impression, though, the DBX707 just might be the new benchmark super-SUV.Looks good! More details?
Ford revealed the Mustang Mach-E in both form and, most important, name on a chilly California evening at an event held at the Hawthorne Municipal Airport in November 2019. The announcement was met, as one might expect, with mixed reaction. How could the Mustang—a gasoline-fired, V-8-packin', two-door pony car icon—suddenly be a four-door electric crossover SUV? Not only was that happening, but it would, Ford said, target Tesla's Model Y, which was designed literally next door.Although details were scarce at the time, Ford promised the Mach-E lineup would include a performance-oriented GT model to take the fight to the Model Y Performance. Which leads us directly to now and the execution of MotorTrend's first-ever comparison test of performance-oriented electric SUVs.Earlier this year we paired the Tesla Model Y against the Ford Mustang Mach-E, evaluating their driving characteristics, interior space, technology, charging times, infrastructure, and more. The Model Y took home the gold, but we acknowledged the Mach-E has much to recommend it. For this performance-oriented showdown, we focused on the same items but paid additional attention to the vehicles' handling and how fun to drive they are. As performance SUVs, the Model Y and Mach-E were built to deliver thrills and to be more emphatic and enthusiastic behind the wheel.As you can expect, our Model Y and Mach-E test cars are closely aligned in terms of performance and price. Both share the same basic setup of a single front and a single rear electric motor, single-speed automatic transmission, and all-wheel drive. The Model Y Performance pumps out 456 horsepower and 497 lb-ft of torque from its dual-motor setup, while our Ford Mustang Mach-E GT makes 480 horsepower and 634 lb-ft, the latter number making it the torquiest Mustang of all. The Mustang's 260-mile range is shorter than the Tesla's 303 miles, but both should be enough for most buyers.At $69,800, the Ford is not inexpensive. Its starting price is just over $60K, but our vehicle came equipped with a plethora of options, including a $5,000 GT Performance Edition package that adds magnetic dampers, a torque increase from 600 lb-ft, 20-inch wheels with summer tires, and a few other bits. Our Model Y Performance checked out at $66,190, with the only option being its $1,000 Deep Blue Metallic paint.Mach-E GT vs. Model Y Performance: Behind the WheelAlthough the Mach-E has more muscle, the Model Y is faster in a straight line. It was close, though: The Ford hit 60 mph in 3.6 seconds, while the Tesla did it in 3.5 seconds. The delta was a bit more in the quarter mile, where the Mach-E crossed the line in 12.6 seconds at 100.6 mph and the Model Y in 12 seconds flat at 114.7 mph.The differences between the two were more evident on public roads. Using our Of The Year Loop that covers mountain roads, city streets, and highways, the Model Y felt considerably more eager. Smash its accelerator, and the Model Y Performance absolutely rockets away without any hesitation, never letting up until you do. And its quick, talkative steering means placing it precisely where you want in corners is a snap, with its responsive accelerator pedal making it similarly easy to rotate the nose. And the pinpoint primary controls and the way it piles on speed make highway passes more fun than they have a right to be.The Mach-E doesn't quite have the lightswitch acceleration of the Tesla; it doesn't deliver full power right off the bat, but it's no turtle, either. Indeed, once on the roll, the Ford feels fairly tireless until about 80 mph, when power delivery is significantly reduced. Alan Lau, MotorTrend road test analyst, also noticed the power bar in the instrument cluster drops noticeably when reaching this speed and that the Mach-E struggled to reach 120 mph at the test track. Even given how impressive the Tesla is, the Mach-E takes the lead when it comes to handling—with a caveat. The Ford is extremely well balanced, but occasionally it responds differently to driving into the exact same corner the exact same way, with either under- or oversteer, lacking the predictability we prefer in something we're going to drive hard. And the fact that a performance SUV that has 480 hp and 630 lb-ft fails to deliver consistent rip-snorting acceleration is disappointing.Between the two, the Mach-E GT rides with more refinement, offering a cushier experience and passing less of a given impact to occupants over broken pavement or, say, railroad crossings. Even when driving hard on twisty roads, the Ford is more settled and composed, with better control of its wheel and body motions. The Tesla is by no means unrefined or a poor handler—quite the opposite—it's just that the Ford is slightly ahead in these areas.Both SUVs come with drive modes that tailor the driving experience. But the Mach-E only allows the driver to shift between full modes—Whisper (eco), Engage (normal), and Unbridled (sport)—whereas the Tesla driver can individually alter its acceleration, steering, and braking settings. Acceleration choices are limited to Chill and Sport, but drivers can choose between Comfort, Standard, and Sport for the steering, and Creep, Roll, and Hold for the brakes in the Model Y. Since the Tesla allows the driver to mix and match as desired, there's likely a just-right setting for everyone.As with its suspension, the Mach-E's brakes feel stronger and more tuned for serious driving. Our Mach-E stopped from 0 to 60 mph in 105 feet compared to 113 feet in the Tesla. Those numbers might be close, but in real life they can make a big difference. During our road loop, the Ford felt like it had more grip and allowed us to brake later when approaching a corner.But it was the stronger, relentless acceleration of the Model Y, as well as the Tesla's consistency and predictability in its handling characteristics that made it our choice to drive on this day. We'd never turn down more miles in a Mach-E GT, of course, and further fine-tuning of its software and chassis hardware ought to make it truly special in the future.Mach-E GT vs. Model Y Performance: Charging TimesAlthough most EV buyers will have access to their own charger at home, how long it takes for a vehicle to refill its battery pack is an important consideration when owning an electric car. During our own experience at public charging stations, the Tesla charged faster than the Mach-E.The Ford allows a peak rate of 150 kW—pretty good considering you can add about 150 miles of range in 30 minutes. Using a 350 kW Electrify America fast charger, we went from 15 to 80 percent charge in 41 minutes. However, once the battery got to 80 percent, the charge rate dropped to just 13 kW, or about the rate of a Level 2 charger, meaning it dramatically increased the time needed to fill up.The Model Y, on the other hand, can charge at a peak rate of 250 kW, but we had mixed experiences at Supercharger stations. On the way home, we stopped at a busy Mojave Supercharger, with our Model Y taking 50 minutes to charge from 30 to 80 percent; we were only getting a 48-kW rate. At a less busy Supercharger station, however, the Model Y needed just 15 minutes to go from 28 to 65 percent, charging at a steady 190 kW. Like the Mach-E, the Tesla's charge rate dropped once the battery reached an 80 percent charge, but it stayed around 60 kW.Mach-E GT vs. Model Y Performance: ValueAlthough Tesla seems to increase the Model Y's price every other week, a short list of options helps keep the SUV's price down slightly compared to the Mach-E, especially when the Ford is loaded up. While $66,190 isn't exactly attainable, there is good value in terms of performance, overall excellence, and technology. In the ICE realm, the closest competitor, a comparably equipped Porsche Macan GTS, costs more and is slower than the Model Y Performance.The Mach-E GT is a bit more expensive than the Tesla, but the premium only gets you slight edges in ride, handling, and braking, so those might need to be your priorities if choosing the Ford. Its interior design is handsome enough but isn't as modern or as crisp as the Tesla's, although it does come with technologies like Apple CarPlay and Android Auto that are simple and easy to use. The Ford's build quality also feels superior to the Model Y's, and its sports seats are supportive and appropriate for a performance-oriented SUV.Given that the as-tested costs, being just $3,610 apart, might as well be identical in this price range, and that both are stellar performers overall, the Tesla feels ever so much more worth the money thanks to an interior experience that feels more modern.Mach-E GT vs. Model Y Performance: The VerdictWe expected this comparison test to be a close call—and it was. Both the Mach-E GT and Model Y Performance offer joyful, satisfying driving experiences. These versions of their makers' entry (or only) electric SUVs were developed to please enthusiasts, and more than anything they show how fun EVs can be.But as in our comparison test of the mainstream models, the Tesla comes out on top here. Yes, the Mach-E rides and handles better, and its braking is superb, but the Tesla is the better all-around choice. It gets going incredibly quickly, has no qualms about reaching speed, charges at a faster rate, feels more premium, and it drives very nearly as well on a twisty road.The Mach-E GT is Ford's first attempt at making a performance-oriented electric SUV, and it's hugely impressive. There are some rough edges to sand down, but it updates an icon for a new age and certainly puts Tesla on notice. But for now, the newer brand on the block remains on top.2nd Place: Ford Mustang Mach-E GTPros:Handsome stylingSuperb ride and handlingGrabby brakesCons:High-speed limitationsElevated PriceLonger charging time1st Place: Tesla Model Y PerformancePros:Quick accelerationsFast chargingFuturistic interiorCons:Ride is a bit harshInterior quality could improveRange is misleadingPOWERTRAIN/CHASSIS 2021 Ford Mustang Mach-E4x (GT Performance) SPECIFICATIONS 2021 Tesla Model Y Dual Motor Performance SPECIFICATIONS DRIVETRAIN LAYOUT Front and rear-motor, AWD Front and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Induction electric (front), permanent-magnet electric (rear) POWER (SAE NET) 480 hp 456 hp TORQUE (SAE NET) 634 lb-ft 497 lb-ft WEIGHT TO POWER 10.4 lb/hp 9.7 lb/hp TRANSMISSION 1-speed automatic 1-speed automatic AXLE RATIO 9.05:1 9.0:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs STEERING RATIO 14.6:1 10.3:1 TURNS LOCK-TO-LOCK 2.6 2.0 BRAKES, F; R 14.3-in vented disc; 12.4-in disc 14.0-in vented disc; 13.2-in vented disc WHEELS 8.0 x 20-in cast aluminum 9.5 x 21-in; 10.5 x 21-in, cast aluminum TIRES 245/45R20 103Y Pirelli P Zero Elect 255/35R21 98W; 275/35R21 103W Pirelli P Zero Elect T1 DIMENSIONS WHEELBASE 117.5 in 113.8 TRACK, F/R 63.5/63.4 in 64.8/64.2 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 187.0 x 75.6 x 64.0 in TURNING CIRCLE 39.7 ft 39.8 ft CURB WEIGHT (DIST F/R) 4,980 lb (50/50%) 4,408 lb (49/51%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.4/39.3 in 41.0/39.4 in LEGROOM, F/R 43.3/38.1in 41.8/40.5 in SHOULDER ROOM, F/R 57.6/55.9 in 56.4/54.0 in CARGO VOLUME, BEH F/R 59.5/26.6 cu ft (4.7 cu ft frunk) 72.1/30.2 (4.1 cu ft frunk) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.6 sec 0-40 2.0 2.2 0-50 2.7 2.8 0-60 3.6 3.5 0-70 4.7 4.5 0-80 6.1 5.6 0-90 8.5 7.0 0-100 12.3 8.7 PASSING, 45-65 MPH 1.8 1.5 QUARTER MILE 12.6 sec @ 100.6 mph 12.0 sec @ 114.7 mph BRAKING, 60-0 MPH 105 ft 113 ft LATERAL ACCELERATION 0.96 g (avg) 0.91 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) 24.8 sec @ 0.79 g (avg) CONSUMER INFO BASE PRICE $61,000 $65,190 PRICE AS TESTED $69,800 $66,190 AIRBAGS 9: Dual front, f/r side, f/r curtain, driver knee 8:Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 8 yrs/100,000 miles EV/Battery 8 yrs/Unlimited miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 4 yrs/50,000 miles BATTERY CAPACITY 88 kWh 82.0 kWh EPA CITY/HWY/COMB ECON 88/75/82 mpg-e 115/106/111 mpg-e ENERGY CONS, CITY/HWY 38/45 kWh/100 miles 29/32 kWh/100 miles EPA RANGE 260 miles 303 miles RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now No Show All
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