40,000-Mile Wrap-Up
With the Kia Stinger, it's the little things that irk you. The subtle hum of its turbos winding down after you kill the engine. The recurring rattle in the hatch. The ever pulsing brake pedal—likely a result of editors stopping from extralegal speeds. Now, to be clear, the turbo noise is normal. Our Stinger made it from day one, and we came to appreciate the inertia those turbines must have to spin for so long after exhaust gases stop driving them. But the hatch rattle and the vibration in the brake pedal bothered us throughout the Kia's 40,000-mile test.
These annoyances weren't deal breakers, though. We consider them to be growing pains in Kia's journey to maturity rather than significant quality issues. When the problems appeared, the Stinger's five-year/60,000-mile bumper-to-bumper warranty covered the fixes.
The long-standing promise made by the Korean brand is that you get a lot for your money. It's a promise our all-wheel-drive Stinger GT fulfilled by arriving with a $48,400 price, including the $2000 Advanced Driver Assistance System package that brings forward-collision warning and avoidance, adaptive cruise control, lane-keeping assist, and blind-spot monitoring.
Also backing up the car's value statement is Kia's 100,000-mile powertrain warranty, which the brand has offered since 2000. It's a put-your-money-where-your-mouth-is sort of promise designed to boost buyer confidence. In combination with the Stinger's sticker and high feature count, this warranty helps you sleep a little better at night, confident that those turbochargers will keep spinning for a long time.
We took some lengthy trips in the Stinger during its 17-month stay, but it never went too far from the Midwest. It wasn't the kind of car that lit our collective fire for hard driving, but its size, comfort, and power made it an excellent high-speed people hauler, a Korean cruise missile, a working man's Porsche Panamera. Like a Panamera, it's a blend of stylish, sporty, and practical, except here it comes with a friendlier price.
Due to our ordering mistake, the Stinger arrived wearing optional 225/45R-18 Bridgestone all-seasons instead of the standard 19-inch Michelin Pilot Sport 4 summer tires. Kia supplied us with a set of the summers, which we installed as the Stinger showed 10,073 miles on the odometer.
If playing Porsche is what you want from your Kia, the Stinger delivers. Its twin-turbocharged 3.3-liter V-6 is good for 365 horsepower, and the eight-speed automatic churns seamlessly through the gears. After respecting the 600-mile break-in period, we took the Stinger to the track and strapped on the test equipment. It hit 60 mph in 4.6 seconds, stopped from 70 mph in 179 feet, and held on to the skidpad at 0.85 g on the all-seasons. The summer-rubber test four months later bumped lateral acceleration to 0.89 g and chopped the stopping distance to 170 feet.
As time with the Stinger passed, we came to appreciate the ease with which it slides through freeway traffic. The V-6's thrust couples brilliantly with the four-door's all-wheel-drive system to produce confident on-throttle stability regardless of road surface. Lay heavily into the accelerator entering any of Michigan's two-lanes—a move that almost always starts with a 90-degree turn—and the Stinger confidently squats and goes where it's pointed with zero drama. It'll even do it on mud, snow, slush, and gravel shaped like ball bearings.
We made it all the way to 24,000 miles before the Stinger's first unscheduled dealer visit. It was then that the warped rotors culminated in a vibration in the brake pedal. Accompanying the pulsing pedal was a rattle from the hatch area and an instrument-cluster warning telling us to "check electronic suspension." So we did. Or rather our local dealer did. The technician replaced a rear suspension accelerometer, machined (though did not replace) the brake rotors, and adjusted the striker on the hatch, all under warranty.
Meanwhile, some editors were falling for the Stinger's moves. "It executes its mission to a T," said senior editor Joey Capparella. "A quick, refined, elegant, and stylish grand tourer that cruises effortlessly at high speeds while offering tons of space for both people and cargo." Senior editor Mike Sutton was less convinced: "The Stinger is simply short on engaging chassis dynamics. It's best considered as just a nice all-around sedan with a strong engine, but not a sports sedan."
Driving with real purpose on winding mountain roads isn't the Stinger's forte. It is, in its best moments, a long-legged grand tourer that willingly swallows high-speed miles with tremendous ease and aptitude. We found ourselves appreciating its easy speed. It's rapid without feeling labored. Though its steering is largely inert, it'll match your enthusiasm in the corners provided you taper off at "take it easy, honey." And it'll do it with a couple of big suitcases stuffed under its hatch. We liked it despite the fact that it's lacking the hard-edged driving character you'd get in, say, an Alfa Romeo Giulia Quadrifoglio.
At 25,721 miles, after waiting for several weeks for parts to arrive, the Stinger went to the dealership to have a section of its wiring harness replaced to address a recall. At the same time, the dealer took a second shot at fixing the hatch rattle with limited success. We kept driving, and just before the odometer rolled over 29,000 miles, the Stinger was back at the dealership for a still-vibrating brake pedal and a third hatch adjustment. This time the dealer replaced the rotors under warranty.
During the Kia's stay, we became increasingly aware of its sensitive stability control, which can't be fully disabled. Combine even the slightest unevenness in the road surface with aggressive throttle use and the Stinger's stability-control warning lamp flashes like Clark Griswold's house on Christmas Eve. The resultant power reduction stops forward progress for way too long. The message is, Don't push me too hard, which isn't something C/D staffers like to hear.
Like nearly all our long-termers, the Stinger endured the five months of winter we see here in our state. To get through the freeze/thaw and slushy hell that is Mordor, er, Michigan in the winter, we outfitted the Kia with Pirelli Winter Sottozero 3 tires. Speaking of tires, at 38,203 miles (23,689 of which were on winter or all-season rubber), the Stinger's rears were down to their wear bars. We'll do the math for you. It tore through its rear summer tires in only 14,500 miles. Replacing those set us back $600, and the fronts still had about 15,500 miles of life left in them.
Other costs were more reasonable. Six regular service stops at 6000-mile intervals for oil and filters made up the bulk of our spending on the Stinger and ranged in cost from $58 to $203. We also spent $50 to fill a windshield chip left by the spew of a gravel truck.
At the end of the Stinger's 40,000-mile run, acceleration remained basically the same—both tests produced 13.1-second quarter-mile passes—proving that the car's performance didn't diminish with age. But the worn front and new rear tires altered the handling balance enough to improve lateral acceleration to 0.94 g.
The Stinger averaged 21 mpg while it was in our care, equaling the EPA's combined estimate. It did see road-trip fuel economy in the high 20s to low 30s, boosting its potential range to more than 450 miles.
Nothing serious went wrong with our Stinger. It required no unscheduled oil. It spent minimal time at the dealership, and issues were handled quickly and under warranty. Its powertrain soldiered through its stay without complaint, easily propelling the car as quickly at the end of the loan as it had at the beginning.
As the Stinger's long-term test drew to a close, we found ourselves once again noticing little things that irk us. Its aging seat leather took on a shiny patina that looked a lot like vinyl. Creaks in its structure and suspension appeared that weren't present at 20,000 miles. And that pesky hatch rattle returned. Light brake pressure from freeway speeds had the pedal vibrating again, a sure sign that the 11,000-mile-old rotors had warped. And the turbos still hummed a familiar song as they spooled down. Those are the Stinger's little annoyances and quirks. But over the course of the Kia's run with us, its performance, practicality, and value far outweighed the small stuff.
Rants and Raves
People pull up and ask about the Stinger: "That's a Kia? What Kia?" —Carolyn Pavia-Rauchman
This chassis needs more starch. —Mike Sutton
Put this [engine] in a BMW product and I'd never suspect it wasn't from Bavaria. —Eric Stafford
Some cars hide their age well. This Kia does not. —Alexander Stoklosa
Rotors warped. Again. Hatch rattling. Again. —Josh Jacquot
Shows well over rough roads with firm but not-harsh magic. —Dave VanderWerp
I love this car. —Joey Capparella
At 16,000 miles, I can hear the doors flexing against their seals at parking-lot speeds. —Dave VanderWerp
I love the big sporty Kia's versatility. —Rusty Blackwell
Fun in the snow, even with traction and stability control on guard. —Annie White
Nearing the end of the test, the Stinger needs some TLC. —Joey Capparella
After 40,000 miles, the Stinger's leather seats appear to have been touched by 80,000 miles' worth of asses. —Tony Quiroga
Specifications
Specifications
2018 Kia Stinger GT AWD
VEHICLE TYPE
front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED
$48,400 (base price: $46,350)
ENGINE TYPE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement
204 in3, 3342 cm3
Power
365 hp @ 6000 rpm
Torque
376 lb-ft @ 1300 rpm
TRANSMISSION
8-speed automatic with manual shifting mode
CHASSIS
Suspension (F/R): struts/multilink
Brakes (F/R): 13.8-in vented disc/13.4-in vented disc
Tires: Bridgestone Potenza RE97AS-02, 225/45R-18 95V M+S
DIMENSIONS
Wheelbase: 114.4 in
Length: 190.2 in
Width: 73.6 in
Height: 55.1 in
Passenger volume: 96 ft3
Cargo volume: 23 ft3
Curb weight: 4082 lb
PERFORMANCE (NEW)
Rollout, 1 ft: 0.3 sec
60 mph: 4.7 sec
100 mph: 11.5 sec
130 mph: 20.2 sec
Rolling start, 5–60 mph: 5.2 sec
Top gear, 30–50 mph: 2.6 sec
Top gear, 50–70 mph: 3.3 sec
¼-mile: 13.2 sec @ 107 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 179 ft
Roadholding, 300-ft-dia skidpad: 0.85 g
PERFORMANCE (12,500 miles with summer tires)
60 mph: 4.6 sec
100 mph: 11.2 sec
130 mph: 19.8 sec
Rolling start, 5–60 mph: 5.3 sec
Top gear, 30–50 mph: 2.6 sec
Top gear, 50–70 mph: 3.4 sec
¼-mile: 13.2 sec @ 108 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 170 ft
Roadholding, 300-ft-dia skidpad: 0.89 g
PERFORMANCE (40,000 MILES)
Rollout, 1 ft: 0.3 sec
60 mph: 4.5 sec
100 mph: 11.2 sec
130 mph: 19.9 sec
Rolling start, 5–60 mph: 5.2 sec
Top gear, 30–50 mph: 2.7 sec
Top gear, 50–70 mph: 3.3 sec
¼-mile: 13.1 sec @ 108 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 165 ft
Roadholding, 300-ft-dia skidpad: 0.94 g
C/D
FUEL ECONOMY
Observed: 21 mpg
75-mph highway driving: 26 mpg
Highway range: 350 miles
Unscheduled oil additions: 0 qt
EPA FUEL ECONOMY
Combined/city/highway: 21/19/25 mpg
WARRANTY
5 years/60,000 miles bumper to bumper;
10 years/100,000 miles powertrain;
5 years/100,000 miles corrosion protection;
5 years/60,000 miles roadside assistance
From the December 2019 issue.
30,000-Mile Update
In our last update, at just over 24,000 miles, we pointed out that the Kia Stinger, though reliable and quick, lacked the inspirational goulash to trigger any substantive commentary. Despite an engine capable of producing shocking acceleration, the $48,400 sedan rarely managed to transform the time between work and home into anything more than a gray area for thought.
But those days seem to be over. And now, because there is something to notice, people are noticing. Largely, this is because the Stinger has gone from a quiet and often forgettable instrument of rapid travel to a rattling and shaking drama queen in less than 6000 miles.
It's possible, we'll admit, that this can't be blamed entirely on the Stinger. One of the most noticeable issues likely can be traced back to the braking portion of our performance tests. The downward spiral of the Stinger's brake rotors, which by 24,230 miles were severely warped, can only stem from those initial tests. Aside from one excursion to Kentucky, the car hardly left the flatlands of Michigan during that time. Our dealer machined the rotors, which wound up being a temporary fix. By 28,740 miles, the vibration during braking had fully returned, at which point the dealer opted to replace all four rotors. This experience serves as confirmation of our discovery last year at Lightning Lap that braking is not the Stinger's strength.
Rattle and Thrum
The rattling is another issue altogether, one emanating from the big hatch's hatch itself. The initial dealer visit to resolve the brake-rotor problem was accompanied by a request to remedy a rattle from the back of the car. The dealer adjusted the striker on the hatch, but that proved to be a temporary repair. About 1500 miles later, we were back at the dealer and asked them to address the hatch rattle again, which they did, again, unsuccessfully. A third attempt to kill the noise was made at 28,740 miles, and this one, thus far at least, has stuck.
During that visit, the dealer also performed a recall service on the car's wiring harness, which hadn't yet revealed itself to be a problem. There was, however, a warning informing us to "check electronic suspension," which the dealer did during our 24K-mile visit. The problem component, a faulty rear g sensor, was replaced immediately.
If there's anything positive coming from these experiences, it's that none of this has cost us any money, because all the repairs were made under warranty. It's hard to ignore the fact that no news might very well be good news for the Stinger. It's survived a full Michigan winter without a single bent wheel, and when it's cleaned up, it looks the business, prompting one staffer to point out that the Stinger breeds its own brand of exclusivity—that of being not just a striking, quick sedan, but also being Korean.
Calmness has mostly returned to the Stinger's driving experience as of this check-in, and we're blaming the remaining, relatively insignificant, freeway-speed vibrations on the Kia's winter tires, which have seen a season of abuse without needing to be rebalanced.
Months in Fleet: 13 months Current Mileage: 29,867 miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: 15.9 gal Observed Fuel Range: 330 miles
Service: $579 Normal Wear: $145 Repair: $0
20,000-Mile Update
Versatility gets a car a lot of mileage around here—both literally and figuratively. Family-laden staffers pile children and Cheerios into our sedans and SUVs every day. And the domestically unencumbered use the big vehicles to haul friends on weekend adventures. This, folks, is prime territory for our long-term Kia Stinger GT. And as capable as the hatchback is at performing family freeway duty, it functions just as well when asked to haul a bike or a bookcase.
Certainly, the Stinger will never be a tool dedicated to driving pleasure, but it's solid enough at six-tenths to get the nod over most SUVs from anyone with committed on-ramp intentions. And the more we drive the Stinger, the more we like its mix of utility, style, and, well, the fact that it easily hits 60 mph in less than five seconds.
Not a single person is polarized by this car. It stirs almost nothing from anyone. The empty pages of its logbook at 24,075 miles tell a hard-to-ignore story about the Stinger's depth of character. And the existing comments range from modest compliments to tepid criticism. Some editors call the Stinger boring. Others accuse it of looking sportier than it really is—an assessment, which, though accurate, fails to paint a complete picture of the Kia's broad scope of talents. But most editors just piled on the miles without feeling compelled to say anything at all. So if the Stinger has a great sin, it's that of failing to trigger any emotion among its constituents.
Some Minor Issues Have Cropped Up
The Stinger's latest service at just shy of 24,000 miles amounted to $183 for an engine oil and filter change, new engine and cabin air filters, and myriad inspections. However, we've already scheduled a return appointment with the dealer to have a handful of nonroutine issues investigated and fixed. A persistent rattle from our Kia's hatch sprang up sometime in the last 5000 miles, but the offending interior components have not been easy to track down, despite the noise sounding like a cannon in the cargo area when driving. Warped brake rotors, which have manifested in a pulsing brake pedal, are another problem we noticed about 5000 miles ago. Piling on the miles is only worsening the issue.
We've also yet to address the car's wiring harness recall—the parts are still on order from the dealer, albeit for a not-yet-unreasonable amount of time—as well as its most recently observed problem: A warning light to "check electronic suspension" appeared and then initially disappeared after multiple key cycles but is now a regular occurrence whenever the car is fired up.
As to the extent of the Stinger's travels since our last checkup, we'll say that Michiganders like to go "Up North" in their spare time. It's just a thing here. The Stinger's trips have included refueling in exotic northerly destinations from Kawkawlin to Harbor Springs. But mostly it's done daily duty around Ann Arbor, which means it has seen no shortage of the worst paved roads extant. And it doesn't have a single bent wheel to show for it.
Months in Fleet: 11 months Current Mileage: 24,075 miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: 15.9 gal Observed Fuel Range: 330 miles
Service: $382 Normal Wear: $145 Repair: $0
10,000-Mile Update
WHAT WE LIKE: If we had to sum up the Kia Stinger in a single word, that word would be progress. Because, more than anything else, that's what this four-door grand tourer represents. Progress in quality. Progress in execution. And progress in boldness. Boldness is required to build a car like the Stinger. It doesn't quite fit perfectly into any predefined segment—it's not really a luxury sedan, and it's not completely a sports sedan. Technically, it isn't even a sedan at all—it is a big four-door hatchback GT car with ample power and comfort. And it doesn't embarrass itself in moderately hard driving, either. That's progress.
But beyond the step forward the Stinger represents for the brand, it's also a pleasure to live with. Comfortable, quick, and easy to use, it's an excellent high-velocity road-trip companion. Associate online editor Joseph Capparella might have put it best in his logbook entry: "I love this car. It's a quick, refined, elegant, and stylish grand tourer that cruises effortlessly at high speeds while offering tons of space for both people and cargo."
At our prompting, Kia delivered a set of summer tires for our all-wheel-drive Stinger GT—an OE set of 19-inch Michelin Pilot Sport 4 rubber—which improved its performance in both instrumented testing and in daily use. Acceleration remains largely the same, with 60 mph arriving in 4.6 seconds rather than 4.7. The quarter-mile time, at 13.2 seconds, didn’t change, but both roadholding (0.89 g versus 0.85) and 70-mph-to-zero braking (170 feet versus 179) were measurably better. Happily, the transmission-overheat warning we experienced almost immediately in our first trip to the track remained at bay this time until our last few runs. The Stinger's on-road performance gives no indication that its transmission is heat sensitive, which leads us to believe this isn't a problem that will crop up in even the most grueling on-road duty cycle.
WHAT WE DON’T LIKE: Remarkably few negative comments color the Stinger's logbook. One editor disapproved of the graining on the center of the steering wheel—a nit if we've ever found one to pick—and several of us noticed that the touchscreen is a long, awkward reach from the driver's seat. Removing and replacing the all-season tires has largely eliminated any grumbles about dry-weather performance, although the empirical improvements aren't as great as some had hoped.
WHAT WENT WRONG: Aside from the aforementioned transmission-overheat warning, which resolved itself when the track beating subsided, exactly zero mechanical issues have plagued our Stinger. We've changed the oil twice to date—the first visit included a cabin air-filter replacement, and both included inspections—for a total of $162.
WHERE WE WENT: Here's the thing about the Midwest that left and right coasters might miss: It's pretty close to Kentucky and West Virginia, both of which offer a surfeit of driving roads, many of which are well suited to the Stinger's smooth-but-fast corner-slaying abilities. Interstate 77 through West Virginia offers just the right balance of speed and twist to appreciate the Stinger's talents. The Stinger made the trip to our annual Lightning Lap track battle at Virginia International Raceway and has also made several additional trips to Kentucky and Ohio. Sweetening all its miles is our Stinger's 22-mpg observed fuel economy, 1 mpg better than the EPA combined estimate.
Months in Fleet: 5 months Current Mileage: 13,121 miles
Average Fuel Economy: 22 mpg
Fuel Tank Size: 15.9 gal Observed Fuel Range: 350 miles
Service: $162 Normal Wear: $0 Repair: $0
Introduction
Kia’s Stinger says something about the company. Possibly that the Koreans will try anything once. But that’s good for us because it’s hard not to like the Stinger, a shapely four-door hatchback with as much as 365 horsepower under its hood. Part sports sedan, part luxury sedan, and part practical family hauler, the Stinger has intrigued us since it first hit the show stand as the Kia GT concept back in 2011. Part of that intrigue is a result of the Stinger retaining its styling character between show stand and showroom, something few concept cars manage to do.
Available in rear- or all-wheel drive and equipped only with Kia’s in-house-built eight-speed automatic, the Stinger was among the first models powered by the corporate twin-turbocharged 3.3-liter V-6, which is largely responsible for shaping the car’s character. A 255-hp turbocharged 2.0-liter inline-four is the base engine, but for life with a Stinger we opted for the burlier powerplant.
A spring arrival for our long-term Stinger presented the perfect opportunity for Kia to supply our long-term all-wheel-drive car on its standard 19-inch summer tires, yet the blue hatchback arrived on 18-inch Bridgestone all-season rubber, a zero-cost option. Although there’s no financial burden associated with the mediocre rubber, we paid a 0.06-g penalty in lateral acceleration. Our car circled the skidpad at 0.85 g versus 0.91 g for the last all-wheel-drive V-6 Stinger we tested, which was on summer tires. Our initial test (the numbers shown here) was performed on the all-seasons, but we’ve since installed a set of Michelin Pilot Sport 4 rubber—the factory summer fitment—to get us through the warm months.
Our GT1-trim car’s V-6 is the same twin-turbo engine we praised in our first test of the model for propelling the rear-drive version of the car to a ludicrous 12.9-second quarter-mile at 111 mph. All-wheel-drive Stingers aren’t as quick, ours turning in a 13.2-second run at 107 mph. A launch-controlled 60 mph arrived in 4.7 seconds and was accompanied by a persistent overheating-transmission warning, which eventually manifested in activating limp mode after repeated runs with the eight-speed shifting itself. We could be off to a better start.
Electronically controlled dampers with two ranges of calibration are standard on the GT1, but the limited-slip rear differential—available on the V-6’s base GT trim and standard on the GT2—is curiously unavailable on the GT1. Optionally fitted to our Stinger is the $2000 Advanced Driver Assist System (a.k.a. the Kia Drive Wise package), which adds forward-collision-warning and -avoidance features, adaptive cruise control, lane-keeping assist and lane-departure warnings, and other predictive and preventive safety features that help drive its price from $46,350 to $48,400 as tested. (The cheapest way into a V-6 all-wheel-drive Stinger is $41,450.)
We know the Stinger isn’t a limit-driving fiend even on its summer tires. But the car’s around-town and highway ride comfort are desirable companions, as is its utilitarian four-door hatchback body. Possibly these will be sufficient to mitigate this Stinger’s performance compromises when we render final judgment after 40,000 miles.
Months in Fleet: 3 months Current Mileage: 5066 miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: 15.9 gal Fuel Range: 330 miles
Service: $0 Normal Wear: $0 Repair: $0
Specifications
Specifications
2018 Kia Stinger GT AWD
VEHICLE TYPE
front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED
$48,400 (base price: $46,350)
ENGINE TYPE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement
204 in3, 3342 cm3
Power
365 hp @ 6000 rpm
Torque
376 lb-ft @ 1300 rpm
TRANSMISSION
8-speed automatic with manual shifting mode
CHASSIS
Suspension (F/R): struts/multilink
Brakes (F/R): 13.8-in vented disc/13.4-in vented disc
Tires: Bridgestone Potenza RE97AS-02, 225/45R-18 95V M+S
DIMENSIONS
Wheelbase: 114.4 in
Length: 190.2 in
Width: 73.6 in
Height: 55.1 in
Passenger volume: 96 ft3
Cargo volume: 23 ft3
Curb weight: 4082 lb
PERFORMANCE (NEW)
Rollout, 1 ft: 0.3 sec
60 mph: 4.7 sec
100 mph: 11.5 sec
130 mph: 20.2 sec
Rolling start, 5–60 mph: 5.2 sec
Top gear, 30–50 mph: 2.6 sec
Top gear, 50–70 mph: 3.3 sec
¼-mile: 13.2 sec @ 107 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 179 ft
Roadholding, 300-ft-dia skidpad: 0.85 g
PERFORMANCE (12,500 miles with summer tires)
60 mph: 4.6 sec
100 mph: 11.2 sec
130 mph: 19.8 sec
Rolling start, 5–60 mph: 5.3 sec
Top gear, 30–50 mph: 2.6 sec
Top gear, 50–70 mph: 3.4 sec
¼-mile: 13.2 sec @ 108 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 170 ft
Roadholding, 300-ft-dia skidpad: 0.89 g
PERFORMANCE (40,000 MILES)
Rollout, 1 ft: 0.3 sec
60 mph: 4.5 sec
100 mph: 11.2 sec
130 mph: 19.9 sec
Rolling start, 5–60 mph: 5.2 sec
Top gear, 30–50 mph: 2.7 sec
Top gear, 50–70 mph: 3.3 sec
¼-mile: 13.1 sec @ 108 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 165 ft
Roadholding, 300-ft-dia skidpad: 0.94 g
C/D
FUEL ECONOMY
Observed: 21 mpg
75-mph highway driving: 26 mpg
Highway range: 350 miles
Unscheduled oil additions: 0 qt
EPA FUEL ECONOMY
Combined/city/highway: 21/19/25 mpg
WARRANTY
5 years/60,000 miles bumper to bumper;
10 years/100,000 miles powertrain;
5 years/100,000 miles corrosion protection;
5 years/60,000 miles roadside assistance
