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Yahoo
8 hours ago
- Automotive
- Yahoo
Pretty in Purple: 1965 Chevy Impala on Bring a Trailer
The full-size 1965 Chevrolet was a million-selling car, but not very many were painted or powered like this one. This was the last year for the 409-cubic-inch V-8. Add a one-year-only color, and you have a rare Impala. Announced in December of 1960, the W-series big block 409-cubic-inch V-8 was Chevrolet's Christmas present to the drag racing community. Equipped with twin four-barrel carburetors, and later stroked out to produce a 427-cubic-inch version for NASCAR and quarter-mile fiends, the 409 was notorious enough to get its own Beach Boys call out, a year before Little Deuce Coupe. By 1965, however, it was being phased out in favor of the new 396, making a '65 Impala SS with a 409 option box checked a very rare beast indeed. This 1965 Impala SS Sport Coupe has the 409 V-8, fed by a single quad-carb setup and paired with a four-speed Muncie manual, and it's up for sale on Bring a Trailer (which, like Car and Driver, is part of Hearst Autos). It's also optioned with air conditioning, power windows, power steering, power brakes, and a limited-slip rear differential. 1965 was a very good year to be a Chevrolet executive or dealership owner, as that model year saw the Impala hit the million-sales mark. With 1,046,500 sold, the Impala was more than 11 percent of the entirety of U.S. automotive production, and accounted for nearly half of all Chevrolets sold. Thus, the full-size Chevys were everywhere, but perhaps you didn't want to be parking a carbon-copy of your neighbor's car in your own driveway. With so many cars flying off the lots, Chevrolet expanded its options range, and extended it to some pretty special colors, in this case the wonderful Evening Orchid. It's gorgeous, and you can just imagine how it looked in-period with neon lights reflecting off that big trunk with its signature six-pack of taillights. As mentioned, the 409 was a drag racer's dream, happy to rev despite a displacement of 6.7 liters. In this application, power was a little more modest at 340 SAE net (the dual-quad-carb setup was over 400 horsepower), but that's plenty when paired with a four-on-the-floor manual. Getting those 14-inch bias-ply tires to hook up for a decent hole shot would be tricky, even with the Posi-trac rear end, but this was a plenty quick car in its day, and no slouch now. The driveline and mechanicals of this example are largely original, though it was cosmetically overhauled in the mid-1990s, including fresh paint and new-old-stock bumpers. The carpet was also replaced at the time, but the interior was left largely alone apart from a decent deep cleaning. The odometer shows 58,000 miles, and the overall condition bears that out. With a build date of early January 1965, this is pretty much the last gasp for the '65 409 Impala, of which just over 2000 were built. The one-year-only color makes it that much rarer, but it's not so much the rarity alone here that makes this car special. It's an eye-catcher with big-block power, an it splits the difference between boulevard cruiser and stoplight warrior. Behind the wheel, you'll be in the pink. Giddy up, 409. The auction ends on July 2. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
Car and Driver
9 hours ago
- Automotive
- Car and Driver
Pretty in Purple: 1965 Chevy Impala on Bring a Trailer
The full-size 1965 Chevrolet was a million-selling car, but not very many were painted or powered like this one. This was the last year for the 409-cubic-inch V-8. Add a one-year-only color, and you have a rare Impala. Announced in December of 1960, the W-series big block 409-cubic-inch V-8 was Chevrolet's Christmas present to the drag racing community. Equipped with twin four-barrel carburetors, and later stroked out to produce a 427-cubic-inch version for NASCAR and quarter-mile fiends, the 409 was notorious enough to get its own Beach Boys call out, a year before Little Deuce Coupe. By 1965, however, it was being phased out in favor of the new 396, making a '65 Impala SS with a 409 option box checked a very rare beast indeed. Bring a Trailer This 1965 Impala SS Sport Coupe has the 409 V-8, fed by a single quad-carb setup and paired with a four-speed Muncie manual, and it's up for sale on Bring a Trailer (which, like Car and Driver, is part of Hearst Autos). It's also optioned with air conditioning, power windows, power steering, power brakes, and a limited-slip rear differential. Bring a Trailer 1965 was a very good year to be a Chevrolet executive or dealership owner, as that model year saw the Impala hit the million-sales mark. With 1,046,500 sold, the Impala was more than 11 percent of the entirety of U.S. automotive production, and accounted for nearly half of all Chevrolets sold. Thus, the full-size Chevys were everywhere, but perhaps you didn't want to be parking a carbon-copy of your neighbor's car in your own driveway. With so many cars flying off the lots, Chevrolet expanded its options range, and extended it to some pretty special colors, in this case the wonderful Evening Orchid. It's gorgeous, and you can just imagine how it looked in-period with neon lights reflecting off that big trunk with its signature six-pack of taillights. Bring a Trailer As mentioned, the 409 was a drag racer's dream, happy to rev despite a displacement of 6.7 liters. In this application, power was a little more modest at 340 SAE net (the dual-quad-carb setup was over 400 horsepower), but that's plenty when paired with a four-on-the-floor manual. Getting those 14-inch bias-ply tires to hook up for a decent hole shot would be tricky, even with the Posi-trac rear end, but this was a plenty quick car in its day, and no slouch now. The driveline and mechanicals of this example are largely original, though it was cosmetically overhauled in the mid-1990s, including fresh paint and new-old-stock bumpers. The carpet was also replaced at the time, but the interior was left largely alone apart from a decent deep cleaning. The odometer shows 58,000 miles, and the overall condition bears that out. Bring a Trailer With a build date of early January 1965, this is pretty much the last gasp for the '65 409 Impala, of which just over 2000 were built. The one-year-only color makes it that much rarer, but it's not so much the rarity alone here that makes this car special. It's an eye-catcher with big-block power, an it splits the difference between boulevard cruiser and stoplight warrior. Behind the wheel, you'll be in the pink. Giddy up, 409. The auction ends on July 2. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Yahoo
2 days ago
- Automotive
- Yahoo
I'm a Mechanic: 9 Cars I Would Never Buy & Why They Aren't Worth It
Consumers often consider the sticker price, features, and design when deciding which car to buy. However, car buyers should also consider hidden problems like transmission, the depreciation rate, and repair costs so they won't have to deal with headaches and a drained wallet a year later. Find Out: Discover More: GOBankingRates talked to Chris Pyle, an auto mechanic and expert at JustAnswer, to discuss the ten cars he would never buy and why they aren't worth it. According to Car and Driver, Tesla 'has proven that electric vehicles can be desirable, combining outstanding performance and high-tech interiors with usable driving range.' Driving a Tesla may seem wonderful until it needs repairs. Pyle ranks Tesla and Rivian among the top cars he wouldn't buy because the cost of owning the car outweighs the price. A 2024 Tesla Model 3 starts at nearly $41,000. Pyle ranked Tesla, along with Rivian, at the top of the list of cars he wouldn't buy. 'The reasons are the cost of ownership once a motor or battery fails, and the repair cost is far more than the vehicle value.' Dash Lewis, writing for Jalopnik, a news and opinion website about the 'culture of cars,' says Tesla is one of the most expensive cars to repair and maintain. Expect to pay an average of $5,552 in repair costs while you own a Tesla. Part of the reason is that Tesla car parts are unique and difficult to find. Similar to other luxury cars, you're going to pay premium prices for car parts, Lewis said. Even when compared to other electric vehicles, Tesla costs more. Lewis estimated it costs $1,078 more to repair a Tesla during its lifetime than other electric vehicles. Find Out: The Rivian tied with Tesla as the top car Pyle said he wouldn't buy. Rivian is a California-based start-up that manufactures premium electric SUVs and pick-up trucks from their Illinois factory. 'The high cost of collision repairs and collision insurance can often be a car payment in itself,' Pyle said. A 2025 Rivian RIT pick-up truck starts at $71,000. Like the Tesla, the Rivian is an expensive vehicle to repair. One Rivian owner said on an online forum that a minor accident cost him much more than expected. What appeared to be a bent bumper cover and a dented tailgate resulted in mechanics having to disassemble the truck's rear end and two and a half months of repairs. 'I figured the repair would be expensive but had no idea!' the Rivian owner said. 'Originally her insurance estimated the damage to be around $1,600 and sent me a check…The final bill was over $42,000!' Pyle said he wouldn't buy any new truck, including Ford, Dodge, Chevy, Nissan, or Toyota. 'The light-duty up to the heavy-duty models are way overpriced,' Pyle said. 'In the first five years of ownership, you are going to lose about 35% to 55% of the car value in the $30,000 to $50,000 price range. It is better to buy one used so that the first owner takes the loss.' According to Car and Driver, today's heavy-duty trucks are 'workhorses, luxury vehicles, high-performance machines, and comfortable cruisers.' However, CarEdge, an online vehicle reseller, estimated that a Ford F-350 Super Duty, for example, would depreciate by 36% after five years and have a five-year resale value of nearly $49,000. The estimate assumes an original selling price of $76,350. Pyle said the Jeep Renegade and Fiat 500 share the same chassis and the need for repairs. 'Not so much the cost of the repairs, but the frequency in which they are needed,' Pyle said. 'For many, these cars spend more time sitting in a car lot waiting for repairs compared to being driven trouble-free.' Edmunds Car Review rated the 2023 Jeep Renegade a 6 out of 10 in terms of value. 'The Renegade is one of the most expensive vehicles in its class,' Edmunds reviewers said. 'That might be OK if you got lots of features and value for the price, but you don't. Interior build quality is fine, but there's nothing exceptional inside and it feels like you're paying a lot of for the rough-and-tumble Jeep styling.' The 2023 Fiat 500x fared a little better than the Jeep Renegade, earning a 7 out of 10 value score from Edmunds reviewers. The testers liked the 'soft-touch materials' and matching body-color panels. However, reviewers disliked the expensive price tag and 'charmless accessory sounds.' 'Changing those (price tag and accessory sounds) would go a long way to elevate the feel of this car,' Edmunds reviewers said. The next group of cars Pyle wouldn't buy were the Ford Fiesta, Nissan cars, and small SUVs. 'The dual-clutch transaxle and the CVT (Continuous Variable Transaxles) do not hold up,' Pyle said. 'Once they fail, you are looking at very expensive repair costs and that most independent shops will not take on. So, they have to go to the dealer.' Since 2012, the Ford Fiesta has been the subject of numerous lawsuits because the car company knew about the Fiesta's PowerShift transmission (dual-clutch transaxle) and sold it anyway. Owners reported having the same problems, even after replacing clutches, output shafts, and entire transmissions. Similarly, owners of various Nissan models between 2013 and 2018 filed complaints with the National Highway Traffic Safety Administration (NHTSA), claiming that the faulty CVT transmissions caused 'shuddering and acceleration delays that could lead to collisions.' The reviewers at rated the Jeep Grand Cherokee average in terms of dependability. 'It received a reliability rating of 3.5 out of 5 from RepairPal and ranked 15thout of the 26 midsize SUVs reviewed based on data from different model years,' said Lisa Conant, writing for the online provider of aftermarket auto parts. Pyle listed a number of reasons why he wouldn't buy a Jeep Grand Cherokee. 'They are plagued with high-cost repairs, premature parts failure from bad manufacturing, and they want too much to purchase the vehicle when new,' Pyle said. 'If you plan to purchase a new one, before the warranty is over, make sure to purchase an extended warranty.' More From GOBankingRates Mark Cuban Says Trump's Executive Order To Lower Medication Costs Has a 'Real Shot' -- Here's Why This article originally appeared on I'm a Mechanic: 9 Cars I Would Never Buy & Why They Aren't Worth It
Motor Trend
2 days ago
- Automotive
- Motor Trend
The Mercedes-AMG GT XX Concept's 5 Coolest, Wildest New Technologies
Alisa Priddle joined MotorTrend in 2016 as the Detroit Editor. A Canadian, she received her Bachelor of Journalism degree from Carleton University in Ottawa, Ontario, and has been a reporter for 40 years, most of it covering the auto industry because there is no more fascinating arena to cover. It has it all: the vehicles, the people, the plants, the competition, the drama. Alisa has had a wonderfully varied work history as a reporter for four daily newspapers including the Detroit Free Press where she was auto editor, and the Detroit News where she covered the GM and Chrysler bankruptcies, as well as auto trade publication Wards, and two enthusiast magazines: Car & Driver and now MotorTrend. At MotorTrend Alisa is a judge for the MotorTrend Car, Truck, SUV and Person of the Year. She loves seeing a new model for the first time, driving it for the first time, and grilling executives for the stories behind them. In her spare time, she loves to swim, boat, sauna, and then jump into a cold lake or pile of snow. Read More
Car and Driver
2 days ago
- Automotive
- Car and Driver
Tested: 2025 Porsche Taycan 4 and Taycan Turbo Cross Turismos
"Electric Porsche station wagon" is an entirely unexpected series of words, the sort of phrase that might result if someone filled a big lottery ball with car-related terms and tumbled out tonight's big winner. Nevertheless, Porsche now makes of its hatchback Taycan, in addition to the seven (or eight, depending on how you count) sedan models. But from inside, the Taycan feels very Porsche. You sit low enough that it's hard to imagine there's a battery pack beneath you, so low that taller speed bumps will set off the parking sensors—a good reminder to drive extra slow over them. Looking forward over three digital gauges and between those swollen front fenders framing a hood that plunges down to the road, you could even convince yourself you're in a very wide 911. view exterior photos Michael Simari | Car and Driver Not even the newly hybrid 911 GTS is this quiet, of course, incapable as it is of electric-only propulsion. And few of the 911 models are as quick. We tested two versions of the Taycan Cross Turismo (Porsche's phrase for a station wagon with black faux-SUV lower-body cladding): the Taycan 4 and the Taycan Turbo. The 4's 4.1-second sprint to 60 mph is easy pickings for a 911, but the Turbo's 2.5-second screech will leave virtually all but the all-wheel-drive 911 Turbos choking on whatever twists in the wake of an EV instead of exhaust fumes—environmentally friendly self-righteousness? To drive an EV is to appreciate the role hearing plays in humans' perception of speed. Without the sound of thousands of momentary combustion events spinning a transmission through ascending gear ratios, it is very hard to gauge your speed in a Taycan. And that goes both ways. The Taycan 4 feels quick, but it does not feel 4.1-seconds-to-60-mph quick. In the Turbo, the acceleration is so disorienting that it feels possibly even quicker than its 2.5-second blast. view exterior photos Michael Simari | Car and Driver 2025 Porsche Taycan Cross Turismo Turbo With the Turbo clearing the quarter-mile in 10.2 seconds at 140 mph, you'll want to move into the left lane faster than you're used to when overtaking other drivers on a two-lane. Initiate a pass from a respectful following distance and complete it without cutting the other driver off and the Taycan Turbo will easily jump from 55 to 100 mph. The dash from 50 to 70 mph takes all but 1.5 seconds, and even the 4 Cross Turismo needs only 2.2 seconds to complete the task. Such monstrous passing power changes one's perception of the world. That sign does not say "Pass with care." It says, "Pass with reckless abandon, this won't take long." view interior Photos Michael Simari | Car and Driver Not only does an EV's silent operation wreak havoc on your perception of lateral acceleration, but the Taycan's low center of gravity and nonexistent body roll seem to give it a different definition of g-forces. And somehow, this isn't like pferdestarke or kilowatts to horsepower, where a simple mathematical formula sets things equal. The Taycan feels like it is simply operating in a different reality, where a g is something more extreme than we can wrap our head around. That's how it feels, anyway, but the numbers say otherwise. Riding on 20-inch Michelin Pilot Sport 4s, size 245/45R-20 in front and 285/40R-20 out back, the Taycan 4 turned in an unremarkable 0.86 g of stick on the skidpad; Goodyear Eagle F1 Asymmetric 5s measuring 265/35R-21 up front 305/30R-21 in the rear help the Turbo generate 0.96 g of adhesion. What makes those figures so exciting is the Taycans' outrageous neutrality at those limits. With most of its battery pack , the Taycan exhibits the sort of tail-happiness that people with insufficiently recent 911 experience will say you need to be scared of in Porsche's signature sports car. Off the accelerator, the Taycans rotate predictably until the desired heading is reached, and reapplying the accelerator freezes the car on its current course and rockets it out of the turn. view exterior photos Michael Simari | Car and Driver There are more major differences between these two Taycans than the between the 4's 429 horsepower and the Turbo's 871. The 4 rides on the standard adaptive air-spring suspension, while the Turbo we tested was fitted with the $7140 Porsche Active Ride. Introduced not long ago on the Taycan and plug-in-hybrid Panamera, Active Ride is what it claims to be: a truly active suspension that pumps fluid from the top to the bottom of the dampers (or vice versa) to extend or compress the suspension 13 times per second. HIGHS: Most of the things we love about Porsche sports cars, much improved range, contrarian body style. We were mightily impressed with the system in our data-driven suspension-technology deep dive conducted earlier this year. But here, on uneven—but not bumpy—winding roads, we found it induced an odd side-to-side motion in Normal mode that was genuinely nauseating. And both cars, fitted with the $1330 rear-axle steering, suffered from unsettlingly nonlinear steering feel just off center, whether when initiating a turn or straightening the wheel out of one. We resolved the former complaint simply by switching the Turbo into Sport mode, where the stiffer setup calmed its suspension movements; we'll need to experience a Taycan without the rear-axle steering to know the role it plays in the latter. view interior Photos Michael Simari | Car and Driver With its standard adaptive dampers and air springs, the Taycan 4 is perfectly comfortable in Normal mode, with no unnatural behaviors. The upside of Active Ride becomes apparent in the firmer suspension settings. In the 4, Sport Plus is too stiff over broken pavement, tossing occupants about over big bumps and divots, but the Turbo's Active Ride kept it from ever feeling as flinty. Freeway travel is carefree in either car, with both exhibiting extreme stability, and they're utterly unfazed by crosswinds, truck wakes, and the like. LOWS: Overeager four-wheel steering, limited back-seat space, base suspension's flinty Sport Plus mode. Brake feel in both is likewise excellent. There's no discernible difference in pedal heft or stopping distance between the 4's standard binders and the Porsche Surface Coated Brakes on the Turbo. The latter setup features iron discs finished with a 0.1-mm coat of tungsten carbide to cut down on dust and costs at least $3490 on the 4 but is standard equipment on the Turbo. The Taycan 4 stopped from 70 mph in 159 feet, the Turbo 158. Both figures are shorter than the 162 feet of the Cadillac CT5-V Blackwing in a recent comparison test, despite the Blackwing enjoying a weight advantage of more than 1000 pounds. view exterior photos Michael Simari | Car and Driver However, compared to the Blackwing—as well as the Audi RS7 Performance and BMW M5 it bettered in that test—the Taycan falls short in back-seat space. Heck, even though it has rear doors, the Taycan's back seat is hardly more comfortable than a 911's. Porsche carved out a well in the battery pack for rear-seat passengers' feet, but their heels rub up against it, pushing their feet forward. The hard front seatbacks are not comfortable should back-seat riders' knees bump against them. And both the front and rear door openings are narrow; taller drivers will want to be sure to motor the steering wheel all the way forward before exiting to make reentry as graceful as possible. VERDICT: Porsche's electric station wagon is more like a 911 than you'd think. Compromised rear quarters, preternatural handling, jaw-dropping acceleration . . . the electric Porsche station wagon is in many ways an awful lot like a 911—just without that confounded noise. The thing is, that confounded noise is a big part of the draw of a P car. view interior Photos Michael Simari | Car and Driver Specifications Specifications 2025 Porsche Taycan 4 Cross Turismo Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $113,095/$140,845 Options: panoramic roof with variable light control, $3240; 20-inch Offroad Design wheels, $2380; Off-Road Design package with gloss black inlays (lower body cladding, gloss black accents, 0.4-inch elevated ground clearance), $2170; 14-way Comfort seats with memory, $1720; Race-Tex leather-free seat trim in black, $1640; adaptive cruise control, $1630; 360-degree camera system with active parking support, $1590; Porsche Torque Vectoring Plus, $1500; rear light strip with illuminated Porsche logo, $1450; rear axle steering, $1330; Sport Chrono package with compass dial, $1300; Bose surround-sound audio system, $1200; thermally and noise insulated windows, $1130; ventilated front seats, $850; roof rails in black aluminum finish, $830; Ice Grey Metallic paint, $800; interior accents in Neodyme, $650; Porsche Electric Sport Sound, $500; rear 2+1 seats, $480; window trim in gloss black, $400; heated outboard rear seats, $360; puddle light projectors, $330; rear model designation in gloss black, $270 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 429 hp Combined Torque: 449 lb-ft Battery Pack: liquid-cooled lithium-ion, 97 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 320 kW Transmissions, F/R: direct-drive, 2-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 14.2-in vented disc/14.1-in vented disc Tires: Michelin Pilot Sport 4 245/45R-20 103Y NFO 285/40R-20 108Y NFO DIMENSIONS Wheelbase: 114.3 in Length: 195.8 in Width: 77.4 in Height: 55.4 in Cargo Volume, Behind F/R: 43/16 ft3 Front Trunk Volume: 3 ft3 Curb Weight: 5197 lb C/D TEST RESULTS 60 mph: 4.1 sec 100 mph: 10.1 sec 1/4-Mile: 12.6 sec @ 111 mph 130 mph: 17.9 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 4.4 sec Top Gear, 30–50 mph: 1.6 sec Top Gear, 50–70 mph: 2.2 sec Top Speed (gov ltd): 140 mph Braking, 70–0 mph: 159 ft Braking, 100–0 mph: 321 ft Roadholding, 300-ft Skidpad: 0.86 g C/D FUEL ECONOMY Observed: 89 MPGe EPA FUEL ECONOMY Combined/City/Highway: 81/84/79 MPGe Range: 277 mi -- 2025 Porsche Taycan Turbo Cross Turismo Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $178,295/$224,685 Options: Porsche Active Ride, $7140; Burmester 3D High-End audio system, $5810; Premium package (adaptive cruise control, ventilated front seats, 360-degree camera system with active parking support, air quality system, soft-close doors, head-up display), $4780; 21-inch Cross Turismo Design wheels, $3950; panoramic roof with variable light control, $3240; Oak Green Metallic Neo paint, $2850; interior trim in carbon fiber, $2460; night vision assist, $2460; front-seat massage function, $1810; Off-Road Design package with Turbonite inlays (lower body cladding, Turbonite exterior accents, 0.4-inch elevated ground clearance), $1780; illuminated door sill guards in carbon fiber, $1610; passenger display, $1490; rear-axle steering, $1330; Porsche InnoDrive with automatic lane keeping, $1320; thermally and noise insulated windows, $1130; advanced 4-zone automatic climate control, $1020; gloss-black calipers for Porsche Surface Coated Brakes, $900; Porsche Electric Sport Sound, $500; rear 2+1 seats, $480; puddle light projectors, $330 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 871 hp Combined Torque: 656 lb-ft Battery Pack: liquid-cooled lithium-ion, 97 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 320 kW Transmissions, F/R: direct-drive, 2-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 16.1-in vented disc/14.4-in vented disc Tires: Goodyear Eagle F1 Asymmetric 5 265/35R-21 101Y NF1 305/30R-21 104Y NF1 DIMENSIONS Wheelbase: 114.3 in Length: 195.8 in Width: 77.4 in Height: 55.6 in Cargo Volume, Behind F/R: 41/14 ft3 Front Trunk Volume: 3 ft3 Curb Weight: 5309 lb C/D TEST RESULTS 60 mph: 2.5 sec 100 mph: 5.4 sec 130 mph: 8.8 sec 1/4-Mile: 10.2 sec @ 140 mph 150 mph: 11.8 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 2.6 sec Top Gear, 30–50 mph: 1.2 sec Top Gear, 50–70 mph: 1.5 sec Top Speed (gov ltd): 155 mph Braking, 70–0 mph: 158 ft Braking, 100–0 mph: 316 ft Roadholding, 300-ft Skidpad: 0.96 g C/D FUEL ECONOMY Observed: 69 MPGe EPA FUEL ECONOMY Combined/City/Highway: 78/80/76 MPGe Range: 265 mi C/D TESTING EXPLAINED Reviewed by Jared Gall Contributing Editor Jared Gall started his career with Car and Driver as an unpaid intern, but has now worked here more than half of his life. He has held numerous positions within C/D's digital and print teams and has driven some 2500 cars. Employee records indicate that he is the only staffer ever to T-bone a school bus with another school bus.
