With Silverado Engine, Chevy Colorado Becomes Most Powerful Midsizer
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.
Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.
New Is as New Does
Just looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"
Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.
Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado.
One Little Engine that Can
Also simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.
Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.
Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado ties the Nissan Frontier's V-6 in terms of hp, but smashes it in the torque department in its upper two states of tune, so we're dubbing it the most powerful midsize pickup you can buy. Granted, the old V-6 at one time held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp, before the Frontier's current engine arrived for 2020; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.
The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.
Five Grades, Mostly Off-Road
Even though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.
Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.
Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.
Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.
If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.
If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.
2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show AllYou may also like
alfa-romeo tonale Full OverviewThe launch of any new vehicle is significant, but for the 2023 Alfa Romeo Tonale it's doubly so. The new Tonale isn't just Alfa's first small SUV (not to mention only its second SUV). It also marks the first step in Alfa Romeo's sprint toward a promised all-electric lineup by 2027. With three full-hybrid drivetrains on top of traditional gas and diesel options, the new 2023 Tonale is Alfa's way of stylishly setting the tone for its electrified path into the future.What's the Tonale?Alfa Romeo unveiled the Tonale at the Geneva Motor Show in 2019 (remember those, auto shows?) in concept form. Aside from the requisite side mirrors, door handles, and windshield wipers, the production 2023 Tonale is a virtual dead ringer for the now 2-year-old show vehicle.That's just as well because the concept was a looker. Designed to compete against the Audi Q3 and Q4, BMW X1 and X2, Mercedes-Benz GLA-Class, and Volvo XC40, the Tonale stands out with its understated "necessary beauty" sheetmetal, set off by new 3+3 LED lighting elements on its nose and tail, both of which Alfa says harken back to the SZ and Brera.What Powers the Tonale?Underpinned by a heavily modified version of Stellantis' SCCS crossover platform (versions of which are found in the Jeep Compass and Renegade and Fiat 500L and 500X), the Tonale aims to offer the signature Alfa driving experience in an efficient, practical package. Designed from the get-go to be both a global vehicle and the linchpin in Alfa's inevitable pivot to electrification, the Tonale will offer up five powertrain options globally, two of which are coming to North America.The Tonale's standard North American powertrain will be familiar—Stellantis' turbocharged 2.0-liter I-4, versions of which can be found in vehicles such as the Jeep Cherokee. Under the Tonale's hood, that engine produces 256 hp and 295 lb-ft of torque. It's paired with a nine-speed automatic and standard all-wheel drive.Alfa's first-ever plug-in hybrid powertrain—expected to be the volume seller—is optional. The Tonale PHEV will sport a 1.3-liter turbocharged I-4 paired with an eTorque-like electric assist motor and six-speed automatic driving the front wheels, while an electric motor backed by a 15.5-kWh battery pack sits at the rear axle, giving the Tonale a total system output of 272 hp and an unspecified amount of torque. (A source at Alfa indicates 350 lb-ft is likely, but that figure isn't official.)Alfa says the new Tonale PHEV will be both the sportiest Tonale in the lineup and the most efficient. It'll sprint from 0 to 60 mph in an Alfa-estimated 6.0 seconds, and it will be capable of traveling more than 30 miles on electricity alone when fully charged. Like most plug-in hybrids, the Tonale PHEV's battery pack is small enough that it doesn't need Level 3 fast charging; a Level 2 charger will charge the battery from empty to full in about two hours and 30 minutes.Europe, Asia, and Africa will have the choice of three additional powertrains. In Europe and Asia, the new Tonale Hybrid will be standard. Consisting of a brand-new 1.5-liter turbocharged I-4 paired with a seven-speed dual-clutch automatic with a built-in electric motor, the front-drive-only Tonale Hybrid will be available in both 130- and 160-hp forms.Alfa will also offer a 130-hp turbodiesel Tonale with front-wheel drive and a six-speed dual-clutch automatic in Europe and Africa. Alfa says it has no plans to bring the new Tonale Hybrid or diesel stateside, as neither is powerful or torquey enough for North American tastes.With sportiness a priority for any Alfa, the brand spent much of its time tweaking the Tonale's chassis, making it stiffer and lighter than versions of the SCCS platform found elsewhere in parent company Stellantis' portfolio. Alfa fit all four of the Tonale's corners with struts and frequency-selective damping to ensure a comfortable yet sporty ride. An optional electronically adjustable suspension turns up the wick even more. Alfa promises the Tonale's brake-by-wire tech will "seamlessly" balance regenerative and mechanical braking, as well as ABS functions, while its electronic power steering will be quick and precise. We're eager to test those claims.Inside the New TonaleWith Alfa positioned as Stellantis' new global premium brand, the automaker went to great lengths to make the Tonale's cabin upscale without stepping on the toes of its fellow Italian Stellantis brand, Maserati. The cabin isn't revolutionary, but the richly appointed, driver-focused cabin appears to be a step forward in functionality compared to the at times finicky controls in the Giulia and Stelvio.As with most new vehicles these days, the cabin's centerpieces are the two large screens up front. In front of the driver is a 12.3-inch digital dash. This reconfigurable screen features the usual assortment of adjustability but also an analog-dial-aping option inspired by the instrument panels of the iconic Alfa Giulia Super and GT Junior.The 10.3-inch central display features Stellantis' latest Uconnect 5 infotainment suite, but with Alfa-exclusive graphics and functionality. Alfa says this sharp-looking system offers over-the-air update capability, wireless CarPlay and Android Auto integration, and Amazon Alexa.SpeakiNg oF Tech …Speaking of tech, the Alfa Romeo Tonale is the first vehicle we're aware of to use NFTs to manage vehicle data. Alfa says each Tonale will be given its own NFT as it rolls down the assembly line in Italy, tracking the features and options of that particular vehicle. Then, once the vehicle reaches its owner, the Tonale's NFT can be continually updated by Alfa dealers with mileage, service history, and accident information. Alfa says the goal of its NFT program is to improve residual values, as the NFT can be passed down from owner to owner as part of Alfa's new certified pre-owned vehicle program. The automaker says owners can opt out of the NFT if they desire.Aside from NFTs, the new 2023 Tonale will feature the Level 2 Advanced Driver Assist Systems (ADAS) buyers in the segment expect. The Tonale's ADAS suite includes convenience features such as adaptive cruise control, with traffic jam assist, and lane centering, as well as safety features like automatic emergency braking, blind-spot monitoring, and rear cross-path protection.How Much Is the Tonale and How Do I Buy One?Alfa isn't talking prices for the new 2023 Tonale yet, but it is talking about how you can buy one. In a first for Alfa, the Tonale will be available for purchase both at the 138 Alfa dealers nationwide and online. Designed to simplify the purchasing process, Alfa says it will partner with its small dealer base to both expand each dealer's geographical footprint and make the purchasing process easier and more transparent for Tonale buyers. As part of this effort, Alfa is introducing "video checks" at the dealer, where vehicle and service techs will show owners any potential issues with their cars, with the goal of improving customer peace of mind.Although Alfa Romeo says it won't release 2023 Tonale pricing until closer to its early 2023 launch, it has told us that prices would be "competitive" with the segment. The Tonale will be offered in just three trims at launch: The base Tonale Sprint will be available with the gas engine only, the midlevel Tonale Ti will offer both gas and PHEV options, and the loaded Tonale Veloce will be PHEV only. Our best guess is that the Tonale Sprint will begin around $37,000 or so, Tonale Ti around $42,000, and Tonale Veloce around $45,000.Regardless of what the Tonale costs, there's no denying it's a significant transition for Alfa as it races to become the first manufacturer in the Stellantis family to go all-electric.Looks good! More details?
Sifting through 120 years of history of a brand like Cadillac is a delightful exercise in automotive archeology. Cadillac cars have spanned every era and in many ways have come to symbolize what American luxury and performance mean in the context of the automobile. Like every other American brand, Cadillac has experienced numerous ups and downs, has had its reputation burnished and tarnished. But through it all, Cadillac has persevered, and as the electrified vehicle era dawns, the marque once dubbed "the standard of the world" appears poised for yet another renaissance, thanks to EVs like the new Lyriq SUV and coming Celestiq ultra-luxury sedan.So in celebration of Cadillac's 120 years as a going concern (the Cadillac Automobile Company was formed on August 22, 1902 and named after the founder of the City of Detroit), we decided to pick 12 of what we think are the coolest and otherwise most significant cars Cadillac has produced. This is in no way an exhaustive list, and as a result we left numerous vehicles off that no doubt deserve to be on it. But that's what makes a brand like Cadillac special—there are so many to choose from. In order from oldest to newest, we hope you enjoy our 12-car trip through Cadillac's rich and storied history.
We're at the end of an era for luxury sport compact sedans. The segment that BMW invented with the 1986 M3 has long embraced change. The little four-cylinder homologation specials that matured the segment beyond icons such as the 2002 eventually became V-8-powered cruise missiles in the early '00s. The engines have since downsized to forced-induction sixes as times changed, and with nearly every automaker now promising to electrify their lineups in the near future, we're witnessing yet another transition. But thanks to cars such as the new 2022 BMW M3 Competition and 2022 Cadillac CT4-V Blackwing, the internal combustion luxury sport compact sedan is going out with a bang.Spec RundownPitting the M3 Competition (the top dog of the M3/M4 lineup) against the CT4-V Blackwing (effectively a reskinned ATS-V) may seem like a mismatch, but there's a method to our madness. The ATS-V, despite never winning a comparison test, had always been one of our favorite vehicles in the segment. The new CT4-V Blackwing, simply put, makes the ATS-V better. Its 3.6-liter twin-turbo V-6 gets a small output boost, now churning out 472 hp and 445 lb-ft of torque, and it's paired with an optional quick-shifting 10-speed automatic (a six-speed manual is standard). It's also crucially fit with the latest generation of MagneRide dampers, and well, that's really about it. Prices start at $59,900, but the CT4-V Blackwing you see here stickers for $80,235.With 473 horsepower and 406 lb-ft of torque spilling forth from its 3.0-liter turbocharged I-6, the standard M3 seems to be an even matchup for the Cadillac. Except when we drove the latest manual-equipped M4 (the two-door version of the M3) back to back with the CT4, it was no competition—the Caddy was just plain better to drive. More fun, more planted, and more capable, it made the M4 feel like a midgrade M440i. So, with an M3 Competition on hand and in the interest of making things, well, interesting, we decided the M3 Competition would take the M4's place.The Competition turns the wick up a bit on the basic M3/M4 formula. Thanks to more boost and upgraded cooling, output rises to 503 hp and 479 lb-ft of twist. To make the most of the newfound power, BMW equips the Competition with an eight-speed automatic, and on our test car, defeatable all-wheel drive (meaning you can force it into a rear-drive-only mode). Prices for the M3 start at $70,895, while the all-wheel-drive M3 Competition xDrive starts at $77,895. A good chunk of our M3 Competition xDrive's $108,545 sticker is eaten up by optional M carbon-ceramic brakes ($8,150) and the dividing (literally) M Carbon bucket seats ($3,800), though the vast majority of the options on our test car are inconsequential cosmetic and luxury options.Hitting the RoadAlthough the outright performance of both the CT4-V Blackwing and M3 Competition is what will get buyers into showrooms, how they drive in the real world is what will sell them. So let's ignore the numbers, shall we? May the most fun-to-drive car win—because after all, "fun" is what this segment is all about.Riding on GM's rear-drive Alpha platform, the Cadillac is, as senior features editor Jonny Lieberman puts it, "a stud." Aided in part by the latest MagneRide dampers and more accessible Performance Traction Management (PTM) modes (now handily operable via a switch on the steering wheel instead of buried in fiddly menus), the CT4-V Blackwing shines on a good back road. Steering is quick and communicative; the chassis feels light, poised, and well balanced; and the car is damn near impossible to upset. The Cadillac's brakes are worthy of praise, too. Despite lacking fancy (read: expensive) carbon-ceramic brake rotors, we are enamored by the steel rotors' stopping power and the CT4's brake tuning. "Makes the M3 Competition feel like it has 320i brakes," features editor Scott Evans said. "Immediate bite, perfect modulation, and it stops so much harder than the BMW."If the Cadillac has a weak spot, its low-revving V-6 is a good candidate. We weren't taken with this engine back when it first appeared under the hood of the ATS-V, and the addition of 8 extra horsepower hasn't made it any better. That's not to say the CT4-V's powertrain is bad. The twin-turbo V-6 is punchy and delivers a broad torque curve, while the 10-speed auto is among GM's best performance automatics yet, with quick, decisive up- and downshifts, and bang-on tuning for hard driving. It's just so … incredibly uninspiring, with a dull, flat exhaust note and a relatively low 6,500-rpm redline. A naturally aspirated V-8—like the one currently available in the CT4's Chevrolet Camaro SS 1LE platform mate—would do much to wake the CT4-V Blackwing up.The M3 Competition, on the other hand, feels as if its "engine runs on Tannerite," as deputy editor Alex Stoklosa puts it. The Bimmer is explosively powerful and gloriously unhinged. Capable of revving to 7,200 rpm, the M3's inline-six feels like a Minuteman missile on a hair trigger, throwing its power down so violently that we question its 503 horsepower rating.But the M3 is more than just an underrated engine. In a welcome change of pace from modern BMWs, steering is quick, and feel is light but direct. The all-wheel-drive system is impressively neutral, too, helping tame the manic engine without negatively impacting steering feel. "The chassis feels very balanced front to rear," Stoklosa said, "and I found it very easy to transition between over/understeer. It's supremely easy and satisfying to meter out just enough throttle to tuck the nose in or kick the M3 into a controllable, easily placed slide."Still, it's not all roses for the BMW. For starters, there are way too many adjustable settings in the M3 and no easy way to cycle through them while on the move; it is much easier to find your Goldilocks setting in the Cadillac. Some editors found the BMW's carbon-ceramic brakes difficult to modulate smoothly when driving hard, though we were all impressed by their stopping power.Do Numbers Even Matter?With any car—but especially performance cars—it's really tempting to get bogged down in the numbers. Surely, they must tell us something, right? Honestly, though, they really don't in this particular case. There will always be cars that are quicker or faster than a BMW M3 Competition and Cadillac CT4-V Blackwing. These cars—among the last of their kind as we approach widespread electrification—are about the way they feel, the way they drive. The emotional response rises above other considerations.You're more than welcome to geek out over performance numbers by scrolling down to the chart at the bottom of the page, but spoiler alert: The more expensive, more powerful, grippier M3 comes out ahead in all of our instrumented tests. But again, in this particular case, so what?Which Car Is Best?When it comes to picking the winner, ignoring everything but the way these vehicles make us feel when unleashed on our favorite roads, the BMW M3 Competition earns the victory. The Cadillac CT4-V Blackwing is a fantastic riding and handling car that's ultimately held back by an uninspiring engine and a general lack of fireworks. The M3 Competition, on the other hand, is everything we're going to miss about internal combustion—loud and unapologetic but also an absolute joy to drive. It's an engaging and organic powder keg and a return to form for BMW. Just a shame about that nose, no?2nd Place: 2022 Cadillac CT4-V BlackwingPros: Well-balanced chassis with great handlingSuperb brakesRelatively cheapCons: Uninspiring engineCould handle more powerBoring exhaust note1st Place: 2022 BMW M3 CompetitionPros: Unhinged engineTransparent all-wheel-drive systemExceptional steeringCons: PriceyCarbon-ceramic brakes aren't worth the upgradeIt's quite rough to look atPOWERTRAIN/CHASSIS 2022 BMW M3 Competition (xDrive) Specifications 2022 Cadilac CT4 V Blackwing Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD ENGINE TYPE Turbo direct-injected DOHC 24-valve I-6, alum block/head Twin-turbo direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 2,993 cc/182.6 cu in 3,564 cc/217.5 cu in COMPRESSION RATIO 9.3:1 10.2:1 POWER (SAE NET) 503 hp @ 6,250 rpm 472 hp @ 5,750 rpm TORQUE (SAE NET) 479 lb-ft @ 2,750 rpm 445 lb-ft @ 3,500 rpm REDLINE 7,200 rpm 6,500 rpm WEIGHT TO POWER 7.8 lb/hp 8.2 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 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 STEERING RATIO 15.0:1 11.6-15.5:1 TURNS LOCK-TO-LOCK 2.0 2.2 BRAKES, F; R 15.7-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.0-in vented disc; 13.4-in vented disc WHEELS, F;R 9.5 x 19-in; 10.5 x 20-in, forged aluminum 9.0 x 18-in; 9.5 x 18-in cast aluminum TIRES, F;R 275/35R19 100Y; 285/30R20 99Y Michelin Pilot Sport 4S 255/35R18 94Y; 275/35R18 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 112.5 in 109.3 TRACK, F/R 63.7/63.2 in 60.5/60.5 in LENGTH x WIDTH x HEIGHT 189.1 x 74.3 x 56.4 in 187.6 x 71.4 x 56.0 in TURNING CIRCLE 41.4 ft 38.8 ft CURB WEIGHT (DIST F/R) 3,899 lb (54/46%) 3,888 lb (53/47%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.6/37.8 in 38.3/36.5 in LEGROOM, F/R 41.6/35.6 in 42.4/33.4 in SHOULDER ROOM, F/R 56.0/54.6 in 55.2/53.9 in CARGO VOLUME 13.0 cu ft 10.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 1.5 sec 0-40 1.7 2.2 0-50 2.3 3.0 0-60 3.0 4.0 0-70 3.8 5.1 0-80 4.8 6.4 0-90 5.9 7.7 0-100 7.2 9.4 PASSING, 45-65 MPH 1.5 1.9 QUARTER MILE 11.1 sec @ 124.7 mph 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 105 ft 106 ft LATERAL ACCELERATION 1.03 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.89 g (avg) 23.8 sec @ 0.84 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $77,895 $59,900 PRICE AS TESTED $108,545 $80,235 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles FUEL CAPACITY 15.6 gal 17.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 16/24/19 mpg EPA RANGE (COMB) 281 miles 331 miles RECOMMENDED FUEL Unleaded premium Unleaded premium ON SALE Now Now Show All
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