For those about to rock crawl, we salute you
Born and raised among the skyscrapers of New York City and now living in sprawling Los Angeles, I’m used to city life. I’m inured to creeping rush-hour traffic, to stepping over sidewalk trash, to the ever-present light pollution; they’re sacrifices we make to live in the places we love. But city life wears on you, a realization that can hit in an instant. A knowing glance or diverted gaze during a chance encounter with one of the millions of others beaten down by the daily grind could be all it takes to want to get away.
But I—perhaps like you—have life to deal with. I work during the week and spend my weekends playing catch-up. Memories of my first sleepaway camp and seeing the Milky Way pop from the inky, unadulterated night sky and dreams of escape remain just that. Breaking free ain’t easy.
For those who must reconnect with nature, these four SUVs make it easier to stay alive during the week and live on the weekends.
For our comparison test, we wanted SUVs comfortable on a daily commute or road-trip but also able to turn well off the beaten path for a night of primitive camping to escape our fellow man. That meant we needed the everyday comfort of a crossover, the features and technology of a modern sedan, and the off-road capability of a ZVM-2901. (YouTube it. You’re welcome.)
Because American roads aren’t quite ready for screw-driven off-roaders, we assembled four legendary and street-legal nameplates: Jeep Wrangler, Land Rover Discovery, Lexus LX, and Mercedes-Benz G-Class. This group will get you out of town—and then some.
Our test would have us driving north from Los Angeles along the eastern portion of the Sierra Nevada to Bishop, California, where the following day we’d tackle the trail to Coyote Flat, about 10,000 feet above sea level. Then we’d camp. It’s not Moab, but this 20-odd-mile (32-odd-km) trail includes deep sand, rocks, cliff faces, and multiple water crossings.
The winner would be the vehicle that best balances off-road performance with on-pavement drivability. We wanted something that the average Joe or Jane could take off-road with confidence after a tough week crushing soybean futures. To level the playing field, price is ignored.
The 2018 Jeep Wrangler Unlimited Rubicon is the latest evolution of the vehicle that launched this segment. The new Wrangler Rubicon wears 33-inch BFGoodrich Baja Champion All-Terrain KO2 tires at either end of front and rear live axles, each of which boasts a locking differential and an electronic anti-roll bar disconnect. Under the hood, our tester packs an electrified 2.0-liter turbocharged I-4 making 270 hp and 295 lb-ft of torque. It’s paired with an eight-speed automatic and Jeep’s beefiest part-time four-wheel-drive system.
Land Rover, meanwhile, has come a long way from building British Jeep knockoffs. The 2018 Land Rover Discovery HSE Luxury Si6 looks the part of a suburban mall crawler, with soft lines and a beautiful tech-forward leather-upholstered cab with room for seven. But it still hasn’t lost its ruggedness. Under the hood, a supercharged 3.0-liter V-6 turns out 340 hp and 332 lb-ft of torque, backed by an eight-speed automatic and a full-time four-wheel-drive system. This Disco also gets an available air suspension, plus an automatically locking rear differential and Land Rover’s All Terrain Progress control system—both part of the $1,275 USD Capability Plus package.
The redesigned 2019 Mercedes-Benz G 550 is another off-road legend in our midst. Our metallic olive green G-Wagen is bigger and far more luxurious than its previous iteration, but it doesn’t appear to have lost the sparkle that made the original so beloved. Its old-school ladder frame, live rear axle, and three independently locking differentials team with an independent front axle, an electronically dampened suspension system, and a modern 4.0-liter twin-turbo V-8 producing 416 hp and 450 lb-ft of torque. The V-8 runs through a nine-speed automatic and Mercedes’ full-time four-wheel-drive system, which operates with a permanent 40/60 front/rear torque split that switches to a 50/50 split once low range is selected and the center differential is locked.
In 2016 we compared the Toyota Land Cruiser to the previous generations of the Wrangler and G-Class as part of our “Apocalypse Soon” comparison test. The Toyota won that comparison, and we extended an invite to defend its crown. No Land Cruisers were available, so we got the next best thing: the mechanically identical 2018 Lexus LX 570. The Lexus takes all we loved about the Toyota, including its crawl-control and turn-assist features, and adds a fancy height-adjustable hydraulic suspension system to ensure a smooth ride both on- and off-road. Our LX 570 also deletes the rather useless third row as a new-for-2018 option, boosting usable cargo space. Power comes courtesy of a 5.7-liter V-8 with 383 hp and 403 lb-ft of torque, paired with an eight-speed automatic and full-time four-wheel-drive system.
With our quartet of off-roaders picked, I assembled a team of three other like-minded editors whose off-road experience ranged from “literally taackled the Rubicon Trail last weekend,” to “drove on a dirt road that one time.” In other words, a perfect representation of the audience that buys these super SUVs. Yet all were seeking respite from city living: MotorTrend en Espanol managing editor Miguel Cortina and associate online editors Collin Woodard and Stefan Ogbac. We loaded up with our camping and off-road kits and met up with our photo team in their 2018 Toyota 4Runner TRD Pro on the outskirts of Los Angles to make our escape.
If there’s one constant about off-roading, it’s that no one can agree on what “real” off-roading is. For some it’s rock-crawling or dune-bashing. For others, it’s thick woods and deep mud. Fortunately, we had six hours to argue over walkie-talkies as we launched our way up Route 395 toward the trailhead.
Despite our differing opinions, we do all agree that on-road performance is an important part of the off-road formula because to get off-road, you gotta drive on-road first.
It’s fair to say that previous versions of both the Jeep Wrangler and Mercedes-Benz G-Class have been livable (at best) on pavement. The old Wrangler was loud and unrefined, while the previous G-Wagen, as rapper Quavo so eloquently put it in a Rolling Stone interview, was “wobbly as f—.” Thankfully both have been dragged into the 21st century.
“On the road, the G-Wagen does a solid impression of a car-based crossover,” Woodard said. With its trucklike live front axle tossed in the scrap heap and with fancy computer-controlled dampers, the G 550 experience mimics that of Mercedes’ other flagship, the S-Class. It’s quiet and hushed as it goes down the highway, its cabin featuring comfortable seats and nice-looking—if cumbersome—twin infotainment displays on the dash.
That serenity disappears once you open the taps on the G 550’s twin-turbo V-8. Few things are as satisfying as watching the scenery change from the street to sky as the Benz’s nine-speed fires off rapid downshifts and the V-8 lets out a guttural roar. Once cooking at speed, the G 550 handles a corner or two well, considering its size and weight, but it definitely prefers long sweepers to tight switchbacks—and it lets you know it.
The Wrangler Rubicon is impressive in its own way. Just opening the door sets the expectation that the new Wrangler is a league above the old. Gone are the shiny, rock-hard plastics, replaced with high-quality materials and a cabin you no longer needing excuses. No excuses are necessary for the way it drives, either. Its eTorque 2.0-liter turbo I-4 is down 14 hp from the standard V-6, but its extra 35 lb-ft of torque make the Wrangler feel spritely. Even better, its small electric motor helps provide light power assist when cruising, smooths power delivery, and improves fuel economy. “The eTorque mild-hybrid is worth the $1,000 USD extra,” Ogbac said. “It has lots of power and torque on tap, passing on the highway is easy, and the eight-speed automatic pairs well with quick, smooth shifts.”
While the Mercedes-Benz and Jeep have matured greatly, the Lexus LX 570 has aged a bit. Updated with a new nose and an eight-speed automatic in 2015, the LX still rides on essentially the same platform with basically the same engine from its 2007 debut. It feels it. Despite making a healthy amount of horsepower, the LX’s big V-8 feels neutered by its transmission; it’s geared tall and also programmed to get to eighth gear and stay there. The ride is hit or miss, too. While cruising down the highway, the LX rides phenomenally; however, there’s a huge amount of body roll when cornering and a preposterous amount of brake dive on every stop.
We were a bit surprised by the LX’s road manners, but not by the Land Rover Discovery’s. The Discovery is a smooth sailor. Thanks to its four-corner air suspension, its ride is composed through corners yet cushy on rough patches of pavement. The Disco’s V-6 is punchy and quite fun, Cortina said, driving more like a sporty, luxurious crossover than the rest of our pack.
After a long day eating pavement, we pulled into Bishop. We were itching to hit the trail in the morning.
The Coyote Flat trail starts on the outskirts of that small town in the shadows of the Sierras, whereupon the scenery quickly transitions from trees to desert sagebrush. The trail then snakes steeply up Round Mountain—starting as loose sand that hardens and eventually transforms into big, slippery shale so pockmarked by erosion that it felt like driving through an artillery range.
It’s the kind of trail that lulls you into complacency before snapping you out of it by tossing your rear end sideways. I (over)confidently started in the Jeep in two-wheel drive—until I hit a patch of deep, loose rock on a hairpin that sent me sliding toward a 100-foot vertical drop. With Jeep halted and heart started, I used four-wheel drive from then on.
As we neared the flat, winding our way up through the timber, we had to deal with water crossings, muddy passes, and more steep rock climbs as we approached our campsite. It’s the best of the Golden State’s wilderness in a tidy 20-mile (32-km) climb into the Sierra Nevada.
From the start, our four off-roaders displayed their disparate feats and foibles.
For a just-redesigned vehicle, the Wrangler feels pure old school. Cliff slide aside, it had a pretty easy time dealing with the first half of the trail. Its tires gave it a huge grip advantage. Once the rear axle started hopping around searching for traction, four-high engaged quickly with a pull of a lever. The Jeep’s body control was especially impressive considering it’s the only vehicle of our four to forgo adaptive shock absorbers.
The G 550 was having a pretty easy time, too. It offered a commanding view over the hood and fenders and a full-time four-wheel-drive system that was initially unchallenged. It was also smart enough to quickly figure out it was off-road, helpfully displaying off-road info on the center display and priming its suspension for more challenging conditions.
In contrast to its ungainly manners on the freeway, the LX 570 was pleasant crawling in the dirt. The brake dive, body roll, and ever-hunting transmission all seem cured of their ills at low off-road speeds. The suspension’s ability to soak up impacts before transferring them to the driver’s seat was particularly impressive. There’s still room for improvement; like off-roaders of yesteryear, the Lexus’ steering wheel violently seesaws from left to right as it deals with obstacles. (Be sure to keep your thumbs on the rim of the steering wheel and not inside its arc.)
The Discovery was impressive in how straightforward it was. Rather than fiddling with its terrain selection features, we left it in auto and let the Disco’s computers sort things out for us. Pulling up the off-road displays in the Land Rover’s fussy infotainment system gave us two mirror-mounted cameras allowing us to properly place the front wheels; another screen allowed us to watch the Discovery lock its center and rear differentials and adjust its suspension in real time. “I really like the way the Land Rover’s four-wheel-drive system works,” Cortina said. “It seemed like the system was reading the terrain ahead and never experienced any loss of traction despite its street tires.”
That was, until we punctured one such street tire.
Flat tires never happen at a convenient time. This couldn’t be more the case in our situation. Eleven miles (18 km) into our expedition, Cortina and the Discovery were straddling a stream on the middle of a steep grade.
With some help, he babied the stricken Land Rover down to a relatively level clearing so we could survey the damage.
The tire wasn’t just flat—it was straight-up destroyed. A sharp rock went directly through the sidewall of the right-rear mud/snow-rated all-season tire.
I’d like to tell you that this was a quick tire change, but it took an embarrassingly long time. Whether it was altitude, stress, or impatience, I couldn’t tell you—but I’ve never seen my co-workers as dejected as they were when we finally lowered the Discovery’s spare tire from its perch only to discover it was a space-saving donut. The Discovery’s day was done. We swapped on the “tire,” transferred our gear, and abandoned ship.
We’d burned an hour and a half changing the Discovery’s tire—and worse still, we were behind schedule and racing daylight. Tough times give people a chance to shine. In our case, it gave the three SUVs we had left a chance to really prove their worth as we scrambled up the trail.
From the abandoned Land Rover to our eventual campsite, the trail got exceedingly more challenging. Here, finally, were our multiple water crossings, muddy ascents, and off-camber climbs so narrow that the LX would ultimately return with pinstripes down its flanks.
It was the Lexus that felt most out of its element up here. As we climbed in altitude and the trail deteriorated underneath us, the LX started to struggle. Its naturally aspirated V-8 began to gasp in the thinner air, and its tall transmission tuning was doing it no favors. It became an unspoken group challenge to resist the mechanical advantages of using low range, but I was first to succumb while behind the wheel of the LX.
Low range woke up the Lexus somewhat and had the added bonus of activating both its Multi-Terrain Select and Crawl Control systems. The latter was especially helpful while climbing narrow, steep, loose grades. “The best part of the Lexus’ Crawl Control system is the Turn Assist feature,” Ogbac said, speaking of the system that drags the inside rear tire when turning, effectively letting the Lexus pivot on its axis. “It makes this behemoth more maneuverable.”
Although Lexus uses electronics to make the LX feel more like horse than hippo, Mercedes uses them to make its brick fly. On the rare wide-open sections of the trail, the G 550 drove like a miniaturized Ford Raptor—floating over all but the toughest obstacles at high speeds, with the braking power to slow down in a hurry for technical stretches. Racing on the open stretches became a game of sorts—mostly because the Benz could be a bit frustrating in technical parts. Its fixed 40/60 power split became a liability here— separated from the group exploring a (not so) shortcut, I suddenly found myself staring at the sky, with a 6-foot rock wall looming on both sides of me—the G-Wagen straining for traction against the slick rock.
Every dip into the throttle brought the passenger side (and $6,500 USD paint job) ever closer to the wall. I needed grip. Badly. I shifted into neutral, stabbed the 4-Low switch, and … nothing. I slowly rolled the Benz back with gravity as I held my breath. Four-low engaged. I locked the center differential and tried again. The G leapt about a foot to the right. Now I had literal inches before I’d have to make an apologetic call to Mercedes. I engaged the rear diff, stomped on the brake and gas, and slowly lifted off the brake. Finally, I cleared the gauntlet. Some shortcut that turned out to be.
Why does Mercedes hate America? In Europe, simply hitting the G-Wagen’s center-differential switch gets you equal power going to the front and rear wheels without skipping a beat. For reasons that are beyond us, U.S.-market G-Wagens must be in low range to engage any of the G-Wagen’s mechanical differentials. Shifting into four-low takes longer than in the Lexus or Jeep; the neutral detent in its shifter is easy to miss, and the electronic shift mechanism is just plain slow. By the time you’re in four-low, any forward momentum you had is likely gone. If you didn’t need to lock the differentials before, you do now.
The Jeep is the Apple to the Benz’s Microsoft; it couldn’t be easier to operate. For those with zero off-road experience, the Rubicon is capable enough to just set and forget in four-high. But even those with little mechanical understanding will quickly be able to figure out how to lock the Jeep’s differentials (frustratingly, also only in low range) if necessary or toggle the “Sway Bar Disconnect” button. The latter feature is one we made good use of on the trail. The disconnecting the anti-roll bar does two things: It significantly increases front-axle articulation, helping your tires maintain contact with the ground, and as a bonus, it significantly improves low-speed ride quality. Even cooler is that after you press the disconnect button, the mechanism will automatically reconnect the bar once you exceed 20 mph (32 km/h) then disconnect it again when you drop below 15 mph (24 km/h), meaning the driver can focus on the road (or lack thereof) rather than pondering, “What systems do I have activated?” in the cabin.
The sun was beginning to dip below the horizon as we crested 10,000 feet and found a level clearing to set up camp. We tucked the Jeep, Mercedes, and Lexus in among the trees and began to unpack. Each off-roader was packed to the gills with gear, tents, and food, but some used their space more efficiently than others.
The Lexus’ surprisingly plasticky cabin was comfortable but not user-friendly; buttons littered the front half of the cabin, and even with the third-row seats deleted, the smaller-than-expected cargo area was hard to access due to its tailgate.
The Benz had some similar issues. Although its cabin was more efficiently laid out, we were bummed that its rear seats didn’t fold flat, making unloading around the bulky folded seats difficult.
On paper, the Wrangler’s cargo capacity comes up short. But we found it used its space more efficiently thanks to fold-flat rear seats and its modular seat back and swing-gate storage systems.
As for the Discovery—well, it wasn’t there.
Even in late August, the Sierras at altitude get damn chilly after dark. With a roaring fire defying the encroaching night and our luxurious spread of hotdogs and boil-in-bag meals at hand, we grabbed a drink and sat down. Our talk inevitably turned to the cars. To say we were bummed the Land Rover didn’t make it is an understatement.
“Up until the tire went flat, the Discovery was unexpectedly impressive,” Woodard said. “It looks like a regular crossover, but raise the suspension, and it’s ready to play. You don’t even have to select an off-road mode. Auto handled everything. It was like off-roading for dummies.”
Yet there’s no getting around the fact that the G 550, LX 570, and Wrangler were sitting in the shadows next to us while the Land Rover was abandoned a dozen miles (19 km) down the trail.
“It’s a shame that Land Rover doesn’t offer off-road tires; this experience proves how vital tires are,” Cortina said. Although a customer could buy off-road tires from a third party, it doesn’t change the fact that this Discovery fresh from the showroom floor couldn’t complete our test, and we agreed it earned a DNF. A Discovery equipped with standard 19- or even optional 20-inch tires might have fared better, but off-road, you’re only as strong as your weakest link.
As disappointed as we were with the Discovery, we were pleased with the Lexus after its performance that day. The old dog may have been just that on the road, but it proved a dogged climber on Coyote Flat Trail. “As challenging as that trail was, the Lexus deserves credit for never letting us down. It was too big for the surroundings, but even on the mildest of truck tires, it never struggled,” Woodard said. The LX made it up the trail, but it left us wanting for more refinement.
The G-Class and Wrangler were both quite good on the road and even better off it. Woodard made an argument for the G. “Despite having the aerodynamic properties of a cement block, it drove like a crossover on the highway,” he said. “The fact that it did everything the Wrangler did off-road, on tires with street-oriented tread, is impressive.”
Impressive, yes, but so is the Jeep, Ogbac pointed out. “This thing will make you feel like a hero off the beaten path,” he said before praising its punchy little four-pot. G-Wagen defender Woodard also had to give the Jeep praise. “It is hard to overstate how easily the Wrangler handled the trail,” he admitted. Surprise, surprise, a Jeep is good off-road—but it’s civilized and refined on pavement, too.
When it’s this close, it ultimately comes down to whose flaws you could forgive. On a day-to-day basis we’d grow tired of the G-Wagen’s function-follows-form cabin and its inefficient cargo area. On the trail, we were frustrated by the boneheaded decision to make the differentials, in particular the center, lock only in four-low—and they’re finicky to boot.
As for the Jeep, it’s quite simple—it’s finally as good to drive on the road as it is off it. It’s not only the most capable off-roader we have parked up at camp with us, but it’s arguably also the most capable and approachable off-roader ever offered from an automaker to civilians.
It was a restless night. Some say it was the cold. Others say it was Ogbac honking the LX’s horn at some ungodly hour when he crawled into it for warmth.
It didn’t matter. We were happy to have hot coffee, happy with our rankings, and looking forward to rescuing the Discovery.
Mountaineers say the hardest part of summiting is getting back down. And we were thankful for the capability of the Jeep, Mercedes, and Lexus on the steep descent.
A few hours later—dealing with frequent opposite-way traffic on the narrow trail—we rendezvoused with our disabled Discovery. I volunteered to drive it off the mountain. We aired down its tires in hopes that we wouldn’t lose another one and put it between the Jeep and Mercedes in our convoy. If worst came to worst, the Wrangler and G-Wagen would drag me down the mountain.
Getting down a trail on a donut is something I never want to do again. Every obstacle, every river crossing, every rock—torture. Keenly aware of my situation, I drove in four-low, doing my best to arrest my speed and fight gravity as we navigated downhill. It wasn’t ideal—there were a few close calls as the Rover slid sideways—but the Discovery eventually limped across the finish line.
As we broke out our air compressor to air the Land Rover’s tires back to proper pressure, we discovered that my efforts had failed—there was a deep gash in another one of the Discovery’s street tires. If we hadn’t aired down, I have no doubt we would have had to break out the tow ropes.
When traveling to remote areas, it’s important to be prepared. Thankfully, our winner gave us all the tools we needed from the get-go. The Wrangler is the one we all wanted to drive to escape civilization, but it’s also the one we wanted when it came time to rejoin it.
DNF: 2018 Land Rover Discovery—A tech tour de force brought down by the factory’s choice of tires.
3rd Place: 2018 Lexus LX 570—Its old Land Cruiser roots shine through off-road. Unfortunately, they show on-road, too.
2nd Place: 2019 Mercedes-Benz G 550—Faithfully lives up to its G-Wagen badge, but just a bit too complex for its own good.
1st Place: 2018 Jeep Wrangler Unlimited Rubicon—The ultimate no-compromises off-roader, and worthy on-pavement, as well.
|2018 Jeep Wrangler Unlimited Rubicon 4×4||2018 Land Rover Discovery HSE Si6||2018 Lexus LX 570||2019 Mercedes-Benz G 550 4Matic|
|DRIVETRAIN LAYOUT||Front-engine, 4WD||Front-engine, 4WD||Front-engine, 4WD||Front-engine, 4WD|
|ENGINE TYPE||Turbocharged I-4, alum block/head||Supercharged 90-deg V-6, alum block/heads||90-deg V-8, alum block/heads||Twin-turbo 90-deg V-8, alum block/heads|
|VALVETRAIN||DOHC, 4 valves/cyl||DOHC, 4 valves/cyl||DOHC, 4 valves/cyl||DOHC, 4 valves/cyl|
|DISPLACEMENT||121.7 cu in/1,995 cc||182.8 cu in/2,995 cc||345.6 cu in/5,663 cc||243.0 cu in/3,982 cc|
|POWER (SAE NET)||270 hp @ 5,250 rpm||340 hp @ 6,500 rpm||383 hp @ 5,600 rpm||416 hp @ 5,250 rpm|
|TORQUE (SAE NET)||295 lb-ft @ 3,000 rpm||332 lb-ft @ 3,500 rpm||403 lb-ft @ 3,600 rpm||450 lb-ft @ 2,250 rpm|
|REDLINE||5,800 rpm||6,800 rpm||5,800 rpm||6,300 rpm|
|WEIGHT TO POWER||17.6 lb/hp||16.1 lb/hp||15.7 lb/hp||13.6 lb/hp|
|TRANSMISSION||8-speed automatic||8-speed automatic||8-speed automatic||9-speed automatic|
|SUSPENSION, FRONT; REAR||Live axle, coil springs, adj anti-roll bar; live axle, coil springs, adj anti-roll bar||Multilink, air springs, anti-roll bar; multilink, air springs, anti-roll bar||Control arms, coil and hydraulic springs; multilink, coil and hydraulic springs||Control arms, Multilink, coil springs, adj shocks anti-roll bar; live axle, coil springs, adj shocks|
|BRAKES, F; R||12.9-in vented disc; 13.4-in disc, ABS||14.2-in vented disc; 13.8-in vented disc, ABS||13.9-in vented disc; 13.6-in vented disc, ABS||13.9-in vented disc; 13.6-in vented disc, ABS|
|WHEELS||7.5 x 17-in cast aluminum||8.5 x 20-in cast aluminum||8.5 x 20-in cast aluminum||8.5 x 20-in cast aluminum|
|TIRES||285/70R17 (M+S) BF Goodrich Bojo Champion All-Tarrain T/A K02||275/45R21 110W (M+S) Goodyear Eagle F7 SUV 4×4||285/50R20 112V (M+S) Dunlop Grandtrek PT2A||275/50R20 113V (M+S) Pirelli Scorpion Zero|
|WHEELBASE||118.4 in||115.1 in||112.2 in||113.8 in|
|TRACK, F/R||62.9/62.9 in||66.6/66.4 in||65.0/65.0 in||64.5/64.5 in|
|LENGTH x WIDTH x HEIGHT||188.4 x 73.8 x 73.6 in||195.7 x 81.6 x 73.46 in||200.0 x 78.0 x 75.2 in||189.7 x 76.0 x 77.2 in|
|GROUND CLEARANCE||10.8 in||11.14 in||8.9 in||9.5 in|
|APPRCH/DEPART ANGLE||43.9/37.0 deg||29.5/25 deg||25-27/20-23 deg||30.9/29.9 deg|
|TURNING CIRCLE||39.4 ft||40.4 ft||38.7 ft||44.6 ft|
|CURB WEIGHT||4,755 lb||5,463 lb||6,009 lb||5,665 lb|
|WEIGHT DIST, F/R||52/48%||48/52%||52/48%||53/47%|
|TOWING CAPACITY||3,500 lb||8,201 lb||7,000 lb||7,000 lb|
|HEADROOM, F/R||40.7/40.2 in||39.4/39.0/37.9 in||38.3/38.9/35.8 in||41.9/40.5 in|
|LEGROOM, F/R||41.2/38.3 in||39.1/37.6/33.5 in||42.9/34.4/28.3 in||38.7/ 39.5 in|
|SHOULDER ROOM, F/R||55.7/55.7 in||60.4/59.5/47.1 in||61.0/59.1/62.3 in||57.8/ 57.4 in|
|CARGO VOLUME BEH F/R||72.4/31.7 cu ft cu ft||82.7/45.0/9.1 cu ft||9.1/24.8/44.7 cu ft||68.5/38.1 cu ft|
|ACCELERATION TO MPH|
|0-30||2.6 sec||2.2 sec||2.3 sec||2.0 sec|
|PASSING, 45-65 MPH||4.4||3.3||3.8||2.7|
|QUARTER MILE||16.2 sec @ 83.2 mph||14.8 sec @ 94.7 mph||15.3 sec @ 90.8 mph||14.1 sec @ 98.4 mph|
|BRAKING, 60-0 MPH||145 ft||116 ft||126 ft||136 ft|
|LATERAL ACCELERATION||0.68 g (avg)||0.69 g (avg)||0.73 g (avg)||0.61 g (avg)|
|MT FIGURE EIGHT||29.9 sec @ 0.56 g (avg)||29.2 sec @ 0.57 g (avg)||28.3 sec @ 0.59 g (avg)||30.7 sec @ 0.53 g (avg)|
|TOP-GEAR REVS @ 60 MPH||1,750 rpm||1,700 rpm||1,500 rpm||1,400 rpm|
|PRICE AS TESTED||$55,400||$80,210||$86,375||$145,265 (est)|
|AIRBAGS||4: Dual front, front side||7: Dual front, front side, f/r curtain, driver knee||Dual front, f/m side, f/m/r/head, front knee||8: Dual front, front head, f/r curtain, front knee|
|BASIC WARRANTY||3 yrs/36,000 miles||4 yrs/50,000 miles||4 yrs/50,000 miles||4 yrs/50,000 miles|
|POWERTRAIN WARRANTY||5 yrs/60,000 miles||4 yrs/50,000 miles||5 yrs/70,000 miles||4 yrs/50,000 miles|
|ROADSIDE ASSISTANCE||5 yrs/60,000 miles||4 yrs/50,000 miles||6 yrs/Unlimited miles||4 yrs/50,000 miles|
|FUEL CAPACITY||21.5 gal||23.5 gal||24.6 gal||26.4 gal|
|EPA CITY/HWY/COMB ECON||22/24/22 mpg||16/21/18 mpg||13/18/15 mpg||Not Yet Rated|
|ENERGY CONS, CITY/HWY||153/140 kW-hrs/100 miles||211/160 kW-hrs/100 miles||259/187 kW-hrs/100 miles||Not Yet Rated|
|CO2 EMISSIONS, COMB||0.85 lb/mile||1.08 lb/mile||1.31 lb/mile||Not Yet Rated|
|RECOMMENDED FUEL||Unleaded premium||Unleaded premium||Unleaded premium||Unleaded premium|