Our Toyota Supra Was a Great Three-Season Thrill Ride
40,000-Mile Wrap-Up
Our long-term Toyota Supra GR 3.0 proved to be an easy car to love. It’s a low-flying rocket with a brash, enveloping exhaust note. It’s a keen dancer on twisty roads, alive and endlessly entertaining. Its bulging bodywork draws stares and comments from passers-by, and it’s a great performance value. But there are limits to our love. If you’re thinking of buying a Supra, you should know about two things that our long-term, 40,000-mile relationship revealed before you commit.
Marc UrbanoCar and Driver
Reservation number one about this Toyota-BMW joint-venture two-seater: its snow capability, or more accurately, lack thereof. When the world turns into a giant snow globe, best leave the Supra parked and take your other car, if you have one. Or call Uber. Or strap on a pair of cross-country skis.
Once there’s a few inches of snow on the ground, you’re risking getting stuck—which our drivers did on multiple occasions despite our having fitted the Supra with Pirelli Sottozero Serie II winter tires. The Supra’s belly is just 4.5 inches above ground, and the snow piles up under it easily, high-centering the car. Many other long-term sports cars we’ve lived with through our frigid months had no such problem when outfitted with winter shoes. Granted, even here in snowy Michigan there are only a handful of days when the snow falls heavily enough to snarl traffic on the main roads. But if you want a car you can rely on day in and day out to get you where you want to go in winter, this isn’t it. That’s why we say the Supra’s a great three-season car.
Far worse than getting stuck, however, was the headache our Supra ownership induced every time we attempted to get it serviced at local (and not-so-local) Toyota dealers. The sort of prompt, same-day service available to any Camry or RAV4 owner was not possible for our long-termer. This is a rare car—just 6830 Supras were sold in calendar year 2021—so dealers haven’t seen many of them, certainly not here in southeastern Michigan. Compounding the problem is that the Supra is a BMW Z4 underneath, so it requires BMW service items, which most Toyota dealers apparently don’t stock.
Marc UrbanoCar and Driver
We attempted to get our Supra in for scheduled service at several different dealers only to be told they didn’t have even the proper oil for the required oil-and-filter change. One dealer’s service department ended up sending someone to a nearby BMW dealer to purchase the proper oil. When we wanted to get the car aligned at the 40,000-mile mark, we were informed it could be as long as a three-week wait while the dealer sourced the new suspension bolts necessary for the job. And the need to disassemble some engine-compartment components to get at the straight-six’s rearmost pair of spark plugs pushed the cost of the required 40,000-mile plug replacement to $498. To be fair, some other Toyota mainstream models with transverse V-6s suffer a similar problem and an exorbitantly high plug-replacement bill as well.
Nor was the cost of maintenance for our Supra’s 40,000-mile stay particularly Toyota-like. Toyota covers scheduled maintenance for the first two years or 25,000 miles, but our maintenance receipts still added up to $1046. That’s roughly double the service costs we rang up with two previous BMW long-termers that graced our parking lot—a 2020 M340i sedan and a 2020 X7 SUV—which come with complimentary maintenance for the first three years or 36,000 miles. So we can’t blame the high cost of maintaining the Supra on its BMW underpinnings.
Marc UrbanoCar and Driver
As for you eagle-eyed readers who noticed that we revised the service costs of our Supra downward from earlier reports, hold your emails. Toyota charged us for the Supra’s first two service visits, which are normally free. The company doesn’t cover service for cars it loans to the press for testing, something we learned of late in the car’s stay, so we backed out those charges from all of our previous reports along with this one. The service charges listed here now represent exactly what a customer would see. The cost of those first two service visits—$505 in total—revealed how much ToyotaCare, the company’s complimentary-maintenance plan, can save a Supra owner.
Beyond scheduled service, the Supra had few issues that required us to pull out our credit cards. The fat rear Michelins lasted almost 20,000 miles and, given how easy and fun it is to light up the rear tires, we think that’s a respectable duration of time. The fronts were down to the cords before 30,000 miles—likely the result of the alignment being out. But like many of today’s cars, repairing sophisticated electronic systems can be costly; we spent $811 to repair and recalibrate the adaptive cruise control’s radar module, which was mysteriously damaged at some point during the Supra’s stay. Such is the cost of love.
Michael SimariCar and Driver
It’s a cost we bore gladly during our nearly two years with the Supra. Despite the maintenance issues, our bitching about getting stuck, and a few other staff debates—okay, arguments—about the Supra’s seat comfort, outward visibility, cargo space, and the buffeting that pounds your ears when the windows are down, everyone who drove it returned full of praise. We reveled in its fiery performance, glued-to-the-tarmac handling, and howling exhaust note—and let the rest slide. Indeed, it’s exactly what a high-performance sports car should be. In fact, we’d go so far as to suggest that it just might be worth braving that fourth season in order to avail yourself of the joy the Supra delivers during the other three.
Months in Fleet: 21 Current Mileage: 40,332
Average Fuel Economy: 26 mpg
Fuel Tank Size: 13.7 gallons Observed Fuel Range: 350 miles
Service: $1046 Normal Wear: $1459
Damage and Destruction: $1615
View Specs
Michael SimariCar and Driver
30,000-Mile Update
Long-term road tests are about more than simply revealing a vehicle’s reliability. We perform them to experience what it’s like to live with a car day in and day out, just as an owner would. When the comments in a long-term vehicle’s logbook slow to a trickle, it usually means that we’ve gotten to know our charge well—its strengths, its quirks, and its little annoyances. Such is the case with our long-term Toyota Supra, which is now three-quarters of the way through its 40,000-mile stay with us. We know it intimately, and we still love it.
What hasn’t changed through the months and miles is our excitement every time we get behind the wheel. We soak up the Supra’s ferocious engine note and revel in its ballistic acceleration. We enjoy its sharp, communicative steering, its tenacious grip on the tarmac, and its Olympic agility when attacking twisty roads and highway on-ramps. Nothing has happened to alter our opinion that this is a great sports car.
Michael SimariCar and Driver
What it’s not, we’ve concluded, is a great road-trip machine. Among the few new comments that were added to the Supra’s logbook over the past 10,000 miles are several pointing out its compromises in trunk space and long-haul comfort. “There’s just enough cargo space to make you think it’s a good car for a weekend trip,” wrote staff editor Annie White, “but not enough space to actually be a good car for a weekend trip.”
Not that people are shying away from driving this racy, low-slung missile. In the past several months it’s been to five states and all the way north to Michigan’s Upper Peninsula (which some of us believe is another state altogether). Even senior editor Joey Capparella, who swore he’d never drive the Supra again after a multiday flat-tire debacle in Kentucky (see the 20,000-mile update below for the sordid details), couldn’t resist getting back in the saddle.
Michael SimariCar and Driver
Capparella took the Supra for an 1800-mile jaunt to see friends and relatives and came away noting that it wasn’t the optimum car for such a trek. “This really is not a grand-touring car,” he said, “though it does a decent job at highway cruising. The fuel economy is seriously impressive and makes it easy to go 400 miles on a tank. The seats are comfortable. There’s an okay amount of cargo space for one person; it’s a bit tight for two peoples’ stuff. The ride is too harsh and gets tiring after a while.” In other words, the Supra is better for close-to-home fun than it is for cross-country adventuring.
That’s something we could say about more than a few high-performance two-seaters we’ve lived with over the years. Not all of them are this reliable, though. This BMW in Toyota garb has continued to be about as bulletproof as a Camry. It’s recently been in for two scheduled service visits, at 22,197 miles and 30,391 miles. Both trips to the dealer included an oil and filter change, a cabin air-filter replacement, and a multipoint inspection; a fresh engine air filter also was swapped in at the second stop. The first service was covered under Toyota’s two year/25,000-mile compelmentary service plan, the second ran $309. The two other out-of-pocket costs we’ve incurred during the past 10,000 miles resulted from wearing out the car’s rear Michelin Pilot Super Sport tires (surprise, surprise), the pair of which cost $678 to replace. Patching a windshield chip relieved us of another 50 bucks.
Michael SimariCar and Driver
As we head into the Supra’s final 10,000-mile stretch, we don’t expect it to deliver any late-breaking surprises. But one thing already is for certain: Unless something radical changes, it’s going to be hard for us to say goodbye.
Months in Fleet: 19 Current Mileage: 30,391
Average Fuel Economy: 26 mpg
Fuel Tank Size: 13.7 gal Observed Fuel Range: 350 miles
Service: $309 Normal Wear: $678 Repair: $0
Damage and Destruction: $594
20,000-Mile Update
Michael SimariCar and Driver
Spring daffodils have popped up, good driving weather has returned to Michigan, and we’ve swapped the winter tires on our long-term Supra for its original-equipment Michelin Pilot Super Sport summer rubber. We’re now back to enjoying this raucous two-seater the way Toyota intended. If only the winter months with it had been this enjoyable.
As much as we love our joint-venture Toyota-BMW sports car, it would have been much happier wintering somewhere warmer and sunnier than in the snowy Midwest. (The same goes for most of us, which is why we stole away for a quick trip to Florida to take some photos.) We have no issues with driving sports cars in winter; we’ve always done so with our long-termer vehicles after fitting them with winter tires, most recently with a Corvette, a Porsche, a Miata, and a Mustang. But those cars never gave us the kind of trouble that we experienced with our Supra, which largely can be explained in two words: ground clearance, of which the Supra 3.0 has but 4.5 inches.
Michael SimariCar and Driver
Our Supra’s cold-weather shoes comprise a quartet of rare and expensive Pirelli Sottozero Serie II tires specifically designed for sports-car use. The rears were originally developed for the Aston Martin DB9, while the fronts were engineered for the Lamborghini Aventador. However, their soft compound and extra grip in cold and slush weren’t enough when white stuff piled up and packed itself under the Supra’s low-slung underbelly. “This car is an absolute disaster in deep snow,” reported staff editor Annie White. “It gets stuck very easily, and you then have to dig out the whole underbody before you can move again. I got stuck three times in the span of an hour and eventually figured out that if I just drove faster I could power through areas of built-up snow—which is more fun. But still, not good.”
Staff editor Colin Beresford had a similar experience during three snowy days that he had the Supra. “I only got stuck three times,” he said, “which I’m considering a win.” Added White, “I get that this isn’t a snow car, and I still love it, but people who want this to be their only car and who live in a snowy area should be prepared for massive inconvenience.”
Michael SimariCar and Driver
Thankfully, there were many more days during our most recent winter where the roads were clear and the Supra was able to remind us of what a thrilling and otherwise livable performance car it is. In fact, in these conditions the Sottozeros actually made life in sub-freezing temperatures better. Ultra-high performance summer tires like the Supra’s standard Michelins are notoriously temperature sensitive. Once the thermometer dips close to freezing, their grip drops precipitously until they’ve been warmed up by several miles of driving—or more, depending upon how cold it is. Until the Michelins’ temperatures came up, setting off with even a moderate prod of the Supra’s accelerator spun the rear tires as if they were on ice, triggering abrupt intervention from the stability control.
The Sottozeros, on the other hand, amazed us with how much power they could put down in a straight line even when freezing cold. They also helped the Supra to steer and stop so well on dry pavement that the car’s sharp-edged handling seemed hardly affected at all.
Michael SimariCar and Driver
Unfortunately, that excellent cold-weather, dry-road performance was of no help when senior editor Joey Capparella hit something—he knows not what—while zipping down an on-ramp near Elizabethtown, Kentucky, on the way to his family home in Nashville, Tennessee. Whatever it was tore a hole in the front passenger-side Sottozero, leaving the tire destroyed, the wheel tweaked, and the Supra immobilized. Supras inherited a BMW trait we don’t love: no spare tire.
This led to what we’ve come to call Joey’s Great Roadside-Assistance Debacle, in which it took four hours and seemingly endless phone calls before Toyota’s roadside-assistance service arrived with a flatbed and hauled the car to a local dealer. Luckily, a friend trekked two hours from Nashville to pick up Capparella and give him a ride. That was on a Tuesday, and it took from then until the following Monday for a replacement Sottozero to arrive at the dealer (we said they were rare), where it was installed on the dinged-but-still-safe front wheel. The tire and installation cost us a steep $409. Once back home, we had the wheel straightened for $135. “I never want to drive this car again,” Capparella wrote in the Supra’s logbook in a fit of pique.
Michael SimariCar and Driver
Which is fine, because that means more time behind the Supra’s wheel for the rest of us. Driving this car in its element remains a pure joy. And its anvil-like reliability does nothing but increase our affection for it. Aside from the cost of fuel, all we’ve spent on our Downshift Blue long-termer since its 10,000-mile update is the cost of the replacement Pirelli and the wheel repair. It hasn’t required so much as an oil change. Its day-to-day reliability has been thoroughly, well, Toyota-like, which is especially good seeing as how its mechanicals are entirely from BMW, shared with that company’s Z4 roadster.
The Supra’s poor performance in snow, however, has us thinking that it’s best considered a three-season car for those who live in the Snowbelt. But those three seasons of driving surely will be special. Which is why we think Capparella will be back behind the Supra’s wheel sooner rather than later.
Months in Fleet: 14 Current Mileage: 21,518
Average Fuel Economy: 25 mpg
Fuel Tank Size: 13.7 gal Observed Fuel Range: 342 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $544
10,000-Mile Update
Michael SimariCar and Driver
We’ve been driving our Toyota Supra 3.0 for eight months and 10,811 miles, and in that time we’ve learned something about it that no amount of track testing or comparison test battles could have predicted: that it would have instant street cred. For many people, our Downshift Blue Supra was the first they’d ever seen—Toyota has sold only 3798 through September—and it continually draws admiring looks, lustful glances, and a steady stream of “oohs” and “what’s that?” In the court of public opinion, it’s one killer sports car. We couldn’t agree more.
Manufacturers build cars like the Supra in part to cast a halo over the rest of their lineup—they’re actually called halo cars in industry parlance—and to burnish the reputation of the parent company that makes them. The Supra is doing exactly that. As Exhibit A, we offer some observations that our staffers have penned in the Supra’s logbook.
Michael SimariCar and Driver
“A man in a Honda Fit followed me to a Jimmy John’s drive-through,” wrote staff editor Austin Irwin, “parked, and walked over and asked to take a photo of the car. Another guy flagged me down at a Taco Bell to tell me his brother had a Supra from the 1990s.” (Eating a lot of fast food these days, Austin?—Ed.) Then there was the robotics engineer who circled the Supra in yet another parking lot and exclaimed, “You bastards. You got the new Supra. Seeing this car, I’m going to buy one.”
After driving the Supra for a two-week span, editorial operations manager Juli Burke reported, “I got a lot of long, longing looks from car fans.” Print director Eric Tingwall observed, “This car attracts constant attention from males ages eight to 40. They all know it’s a Toyota Supra, they think it’s cool, and those who are aware that BMW builds it could not care less about its origins.” He added, “The Supra appears to be rehabbing Toyota’s beige reputation far more successfully than the Scion FR-S/Toyota 86. This is a halo car doing exactly what halo cars are supposed to do.”
Michael SimariCar and Driver
Indeed, what the citizenry inferred from the Supra’s muscle-bound sheetmetal is exactly what it’s been delivering from behind the wheel. We’ve already reported on its ripping performance—60 mph in 3.7 seconds and 1.05 g of skidpad grip. Speed and handling would never be an issue; what we wanted to know was what it was like to live with.
So far, so good. Our first 10,000 miles were accumulated virtually all within Michigan’s borders thanks to COVID-19 concerns. But ours is a big state, and our drivers crisscrossed it multiple times visiting the burgs of Gaylord, Oscoda, South Haven, and the famous Warren Dunes State Park in Sawyer. We used it for weekend getaways as well as for daily commutes and grocery-store runs.
But nothing we did with it dulled its shine. Our admiration starts with the BMW-sourced turbocharged 3.0-liter inline-six, which propels our 2020 model like it has more than the claimed 335 horses. The 2021 models receive a bump to 382 horsepower. And we confirmed our car’s status as an overachiever with a chassis dynamometer test. “I hope BMW charged Toyota a lot of money for this engine,” said director of vehicle testing Dave VanderWerp, “because it’s one of the greats.” Assistant technical editor Max Mortimer added, “I love how rowdy and pure the exhaust note is.” Nail the throttle at 10 mph and the Supra lights up its rear tires, the engine lunges for the 7000-rpm redline, and the exhaust blats out the howl of a thousand angry bloodhounds.
Michael SimariCar and Driver
But hit the highway and the Supra settles down to a civilized cruise. “It did surprisingly well on a 600-mile weekend road trip,” said VanderWerp. “Highway ride is very reasonable, and the tires only get really noisy over the rare concrete sections.” Irwin added: “I love the seating position, low like a race car but within reach of the controls. Drive anything else after a week in the Supra, and you’ll feel like a substitute bus driver.”
On longer trips, the Supra surprised us with how parsimonious it was with fuel. During VanderWerp’s weekend getaway to Michigan’s northern regions, he noted, “Even when cruising at 80 mph, the trip computer was showing 35 mpg. Amazing.” And despite our heavy-footed treatment in local driving, the Supra’s average fuel economy to date is 24 mpg.
Michael SimariCar and Driver
Inevitably, spending months with any car brings its weak points into focus, and the Supra has several. There has been no agreement on seat comfort. Our tallest driver liked the leather-covered buckets just fine, while an average-sized driver complained of the fit. But both agreed that the Supra’s sexy styling, with its low roof and slits for windows, hurt visibility to all sides and made traffic lights hard to see without scrunching down in the seat. Its down-low proportions had even our youngest and most limber staffers complaining about how awkward it is to climb in and out of.
And don’t even try to drive it with the windows down. Something about the Supra’s bulging shape creates buffeting inside the cabin so vicious that by 55 mph your left hand involuntarily reaches for the window switches. “Heartbreaking,” Irwin said. “I want to hear all of the exhaust sound and feel the wind rush.” We’d also like more interior storage space, an exterior release button for the rear hatch, and a fuel gauge with markings that are easier to decipher. But really, everyone who cites a complaint about the Supra ends up saying how much they like it nonetheless.
Michael SimariCar and Driver
We started this test wondering if a car jointly developed by two companies with very different engineering philosophies would introduce reliability issues that neither would have had if they built the car alone. If the first 10,000 miles are any indication, the answer is no. The Supra’s service record has been as impeccable as we’d hope for if it were a Camry. It just received its first required service, an oil-and-filter change and a multipoint inspection. Beyond that, it has spent zero time at the dealer for unscheduled maintenance.
We couldn’t be happier with it as we continue to pile on the miles. Time stuck in the shop means less time on the road. And no one around here wants to miss a chance to wrap their hands around the Supra’s steering wheel and revel in its straight-six’s joyful shouts.
Months in Fleet: 8 months Current Mileage: 10,811 miles
Average Fuel Economy: 24 mpg
Fuel Tank Size: 13.7 gal Observed Fuel Range: 320 miles
Service:$0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Introduction
Marc UrbanoCar and Driver
We are not putting the new Toyota Supra though a 40,000-mile long-term test to explore how we feel about it. We already know that it’s quite good and that we like it a lot. To see how deep our respect for this killer two-seater goes, just follow the editorial breadcrumbs that we’ve dropped over the past year or so.
We heaped praise on the Supra the first time we drove it. We thought it was hot enough to pit against the BMW M2, Ford Mustang Shelby GT350, and Porsche 718 Cayman in a comparison test—and then against a BMW Z4 roadster in another shootout. It was so quick in our testing that we strapped it to a chassis dyno to verify its horsepower rating, which turned out to be more than Toyota claimed. We pushed it to the limit in our 2019 Lightning Lap track event, where it impressed. And then we gave it a 10Best award, the highest honor we can bestow on a new vehicle. Now we’re filling in the missing part of the picture: how this brilliant sports car holds up to the daily grind.
Marc UrbanoCar and Driver
There’s a reason for our heightened curiosity about the Supra’s long-term dependability. Toyotas have a reputation for being impossible to kill, but this is not your average Toyota. It’s a mixed breed—part BMW, part Toyota. Toyota leveraged BMW on the Supra project, borrowing what it could from the Z4, much to the dismay of committed fanboys of previous-generation Supras, who wanted the new one to again be pure Toyota.
Whenever two companies with two different engineering cultures attempt to integrate their components and technologies, the door opens to potential glitches. Would this joint-venture car start showing issues somewhere down the figurative and literal road? That’s what we’re going to find out.
Marc UrbanoCar and Driver
Mechanically, the Supra is more BMW than Toyota. Okay, maybe it’s all BMW. Its turbocharged B58 3.0-liter inline-six, ZF eight-speed automatic transmission, electronically controlled limited-slip differential, steering rack, and suspension components are from BMW—the same basic pieces employed in the Z4 M40i. For 2020, Supras are fitted with a 335-hp version of the B58 inline-six, while the Z4 M40i launched with 382 horsepower. For 2021, Supras will get that higher-output engine tune as well.
Inside the Supra’s tomb-dark cabin, you’ll find more BMW gear, including the German company’s electronic shifter, infotainment controls, and audio switches. Toyota was responsible for the Supra’s exterior and interior design, the engineering of its body shell, and how its ride and handling was tuned. But the biggest difference between the two cars is that the Supra is a hatchback and the Z4 only comes as a convertible.
Marc UrbanoCar and Driver
Our Downshift Blue Supra is the mid-grade GR (Gazoo Racing) 3.0 Premium model. Thanks to a full helping of standard comfort and convenience features, it’s as much a grand tourer as it is a sports car. Its goodies include heated, 14-way power-adjustable seats covered in black leather; a head-up display; an 8.8-inch touchscreen infotainment system with navigation; automatic climate control; and a 12-speaker JBL audio system. Pre-collision automatic braking with pedestrian detection and lane-keeping assist are standard. To that we added just one major option: the Driver Assist package, which brings adaptive cruise control, blind-spot monitoring, and rear cross-traffic alert with emergency braking. A carpeted rear cargo mat and wheel locks brought the $54,945 base price to $56,285.
When our car arrived in mid-February, we attempted to fit it with a set of winter tires. It was virtually impossible to find a single source that could provide a matched set of high-performance winters in the Supra’s size—255/35R-19 in front, 275/35R-19 at the rear. Enter Pirelli, who graciously pulled together a special set of Sottozero Serie II’s for us in the correct sizes. “These are the most performance-oriented, street-legal winter tires available,” Pirelli claims. Indeed, the fronts are designed for the Lamborghini Aventador, while the rears are intended for the Aston Martin DB9. Who drives their Lambo or Aston in the snow? We want to meet these people. We ultimately found that, between Tire Rack and Summit Racing, you could piece together a similar set for $1350.
Marc UrbanoCar and Driver
Once set up with the proper footwear for foul midwestern winter weather, we eased the Supra through its 1200-mile break-in period, during which time engine revs are supposed to be kept below 4500 rpm and the vehicle below 100 mph—both surprisingly hard to do in a car this swift. With its factory Michelin Pilot Super Sport summer tires reinstalled for its initial outing at the test track, we once again witnessed performance that puts the Supra in the company of some serious high-performance machinery.
Our 3388-pound test car rocketed to 60 mph in just 3.7 seconds and through the quarter mile in 12.2 seconds at 113 mph. It circulated the skidpad at 1.05 g and stopped from 70 mph in 148 feet. Technical editor David Beard reported that it orbited the 300-foot skidpad with its rear end sliding as much as any car he’s ever tested. We experienced the same tail-happy tendency in our previous tests, during flat-out laps at Virginia International Raceway (VIR), and on our favorite on-ramps on the winter tires. It’s part of what makes the Supra feel exciting and on edge when driven hard. But as print director Eric Tingwall said of his laps in the car around VIR, “It can be a bit much.” Toyota revised the Supra’s suspension tuning for 2021, and we look forward to seeing if those changes make its rear end less prone to stepping out.
Marc UrbanoCar and Driver
That particular behavior is something you’ll only see when pushing the Supra to its limits. In normal driving, it’s sweet, encouraging, and fun. It rides well enough to be a long-distance cruiser. It’s agile enough to be fun anytime the road squirms. It’s fast enough to make you laugh every time you nail the throttle. The BMW six-cylinder sounds fantastic. And its weird-science styling garners plenty of attention. In short, the Supra makes you feel good. Now we’ll see if its maintenance requirements and day-to-day livability break that spell or enhance it.
Months in Fleet: 1 month Current Mileage: 1,798 miles
Average Fuel Economy: 23 mpg
Fuel Tank Size: 13.7 gal Observed Fuel Range: 310 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications
Specifications
2020 Toyota GR Supra Premium
Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE
Base/As Tested: $54,945/$56,285
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2998 cm3
Power: 335 hp @ 6500 rpm
Torque: 365 lb-ft @ 1600 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.7-in vented disc/13.6-in vented disc
Tires: Michelin Pilot Super Sport
F: 255/35R-19 (96Y) ★
R: 275/35R-19 (100Y) ★
DIMENSIONS
Wheelbase: 97.2 in
Length: 172.5 in
Width: 73.0 in
Height: 50.9 in
Passenger Volume: 51 ft3
Cargo Volume: 10 ft3
Curb Weight: 3388 lb
C/D TEST RESULTS: NEW
60 mph: 3.7 sec
100 mph: 9.5 sec
1/4-Mile: 12.2 sec @ 113 mph
130 mph: 17.5 sec
150 mph: 26.8 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.5 sec
Top Gear, 30–50 mph: 2.7 sec
Top Gear, 50–70 mph: 2.8 sec
Top Speed (C/D est): 162 mph
Braking, 70–0 mph: 148 ft
Braking, 70–0 mph: 297 ft
Roadholding, 300-ft Skidpad: 1.05 g
C/D TEST RESULTS: 40,000 MILES
60 mph: 3.8 sec
100 mph: 9.6 sec
1/4-Mile: 12.3 sec @ 112 mph
130 mph: 17.5 sec
150 mph: 27.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.4 sec
Top Gear, 30–50 mph: 2.7 sec
Top Gear, 50–70 mph: 2.7 sec
Top Speed (C/D est): 162 mph
Braking, 70–0 mph: 151 ft
Braking, 100–0 mph: 300 ft
Roadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 26 mpg
75-mph Highway Driving: 36 mpg
Highway Range: 490 mi
Unscheduled oil additions: 0 qt
EPA FUEL ECONOMY
Combined/City/Highway: 26/24/31 mpg
WARRANTY
3 years/36,000 miles bumper to bumper
5 years/60,000 miles powertrain
5 years/unlimited miles corrosion protection
2 years/unlimited miles roadside assistance
2 years/25,000 miles scheduled maintenance
C/D TESTING EXPLAINED
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