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Honda's 11th-generation Civic competes with car competitors from Hyundai, Mazda, Nissan, Toyota, and Volkswagen.
Car and Driver from October 2021.
The arrival of the 11th generation Honda Civic in 2022 prompts us to re-examine the world of compact cars. The market’s enthusiasm for crossovers, pickups, and off-road vehicles has largely obscured this segment, but practical and efficient four-door vehicles continue to serve a large number of buyers, many of which are new owners for the first time.
Choosing a well-equipped version like a sedan in this test will provide you with style, finish and content that you couldn't imagine in the entry-level car in the past. The democratization of luxury equipment is accelerating. These small cars are the beneficiaries, providing functions such as adaptive cruise control, digital instrument clusters, leather seats, and wireless smartphone mirroring. In order to feel the luxury and small size of the car, we collected six high-spec models with a rough target price of US$28,000.
Reworked for 22 years, the Civic sedan series reached its climax in Touring. It brought a 180-horsepower turbocharged 1.5-liter inline four-cylinder engine instead of a 158-horsepower 2.0-liter low-end model. Touring is equipped with leather, a 9.0-inch touch screen with navigation function and a digital instrument panel. The surcharge for Morning Mist Metallic Paint is US$395, and our test car is priced at US$29,710.
The new Elantra sedan launched in 2021 has a variety of configurations, including hybrid cars, sports N Line, and the upcoming sports N model. In this test, we purchased Elantra Limited, which is a loaded version equipped with a 147 horsepower engine. Hyundai equipped Limited with a digital instrument panel, a 10.3-inch infotainment display with navigation function, a smartphone as a key, and the brand's road driving assistance system. Add a set of carpeted floor mats for $26,610. Save your letter: We are considering upgrading to a 201 horsepower N Line power system, but this decoration lacks Limited quality products.
Mazda 3 also offers a variety of power systems, including a price-leading 155-liter 2.0-liter engine and a 250-horsepower turbocharged 2.5-liter engine, but we chose the mainstay of the lineup: a naturally aspirated 2.5-liter four-cylinder engine with 186 horsepower. 3 also offers all-wheel drive-which is not common in this market segment-although this feature will definitely be sold in Snowbelt, it is not what we like here. (We will remind all readers that, whether it is snowing or not, a set of winter tires is a better adverse weather insurance policy.) But that’s the fact, increasing the test price of our Premium interior by $1,400 to $30,140.
In contrast, the Nissan Sentra’s lineup is simple, with only one power system—a 149-horsepower four-cylinder paired with a CVT—and only three trim levels. The basic price of the top Sentra SR we invited is thousands of dollars lower than others, even after adding the SR Premium package (sunroof, heated front seats, heated steering wheel, eight-speaker Bose audio, surround view monitoring system, etc.), lighting kit , Two-tone paint and carpeted floor mats, the feature-rich Sentra is still the cheapest at $26,010.
Toyota Corolla comes in two forms: sedan or hatchback, equipped with gas or hybrid power systems. Among the gasoline-powered'Rollas, the 169-horsepower XSE Apex version is among the best in the series, starting at $29,335. We prefer to use the regular XSE to save the $2,385 premium of the wheel and suspension kit, but Toyota only has Apex models on hand.
In keeping with our top theme, we purchased a 147-horsepower Volkswagen Jetta SEL Premium trim. It has one way: loading. The standard package includes navigation and leather-wrapped heated and ventilated front seats. The list price of Jetta SEL Premium is US$29,040.
In order to find the king of small cars, we started the first big car C/D comparison test in many years.
Highlights: The stunning styling of the Apex Edition, the assumed reliability of the underlying car. Low point: The Apex Edition's unpolished chassis tuning, and the low-level car's power system is lackluster. Conclusion: An aftermarket tuner is usually needed to mess up the suspension so badly.
Despite its name, Apex paradoxically represents the lowest point of the lineup, at least for us. Available on SE and XSE, it includes a blackout trim package, a sports exhaust and a stiffer suspension, with a lower ride height, designed to improve handling. Apex's facelift made Corolla turn around during our few driver swaps-yes, really.
Corolla’s Apex kit makes it look beautiful, but the suspension and exhaust reduce its original exquisite demeanor. Comfortable seats are suitable for large and small employees.
Assistant Technical Editor Maxwell B. Mortimer is probably the employee most likely to enjoy a silent car. He wrote: “The sport-tuned exhaust will only accentuate the gritty hum of the engine.” The engine is naturally aspirated The 2.0-liter engine can produce 169 horsepower and 151 pound-feet of torque. The 2.0-liter engine is the standard configuration of the SE, XSE and Nightshade versions, which is a step up from the basic 139-horsepower 1.8-liter engine. Even so, it was buzzing and underpowered. Toyota trot to 60 mph in 8.2 seconds, the second slowest in the group, with a quarter mile time of 16.4 seconds.
At high speeds, the slightest throttle stimulus will cause the CVT to reduce the gear ratio, which in turn causes the speed to jump and the engine to moan. "You will never stay away from the drone area," pointed out Dave VanderWerp, the test supervisor.
However, Apex's suspension tuning was the reason for tripping Corolla. The 0.86g anti-skid pad of this car has a grip in the middle position, and the Corolla is better at resisting body roll than some other cars here. But stiff springs and damping made it unstable, hitting bumps on two-lane roads, and driving it on busy, almost crazy highways.
There are some positive factors. The driver's seat has been well received by staff of various sizes, and the infotainment system is easy to use, and can display multiple functions at the same time for extra points. However, the interior is not very spacious and lacks loading in the cabin. The steeply inclined windshield also makes the A-pillar annoyingly close to the driver's head. We recommend to Toyota fans looking for an economical car: skip Apex.
Advantages: The SR decoration looks sporty but not tacky, and the active safety function is standard, which is great value for money-not only because it is cheap. Low point: Poky's acceleration, riding and handling will not exceed mid-range. Conclusion: Sentra is not bad, but the competition is better.
As far as the current generation is concerned, Sentra is no longer just a leasing solution. It has an eye-catching appearance similar to Maxima, a significantly upgraded cabin, and a broad feature set, including many standard active safety items. Nevertheless, Sentra is still very affordable, and our SR has the lowest base and test price in this test.
It has a gorgeous interior full of ideal functions at a low price, but Sentra's CVT automatic and dull engine allow it to swallow the dust of other small cars.
Sliding into Sentra, the interior feels airy. The key touch points are well filled, the controls are well laid out, and the infotainment system is easy to operate. But the execution here is not the best. Some people find that the driver's seat is relatively flat and unsupported, even though the rear seats are considered comfortable.
Compared with the previous generation, the latest Sentra has a wider front and rear track, and the independent rear suspension replaces the torsion beam setting of the old car. This car is tied with the Elantra to obtain the highest grip of the anti-slip mat and manage the shortest stopping distance, which is the tip of the hat of its Hankook Kinergy GT tires. But its steering feel, handling and riding are behind the leaders. Mortimer admits that in the control loop, "Sentra enters the turn accurately and with surprising will", but this car is indeed happier in daily commuting than on interesting roads.
Overall, Sentra's fifth place can be attributed to its power system: a naturally aspirated 2.0-liter engine with CVT. Although its 149 pony is almost tied with Volkswagen and Hyundai for the weakest, Nissan ranks last in all of our acceleration tests, hovering at 60 mph in 8.9 seconds, which is the second slowest. The Corolla is 0.7 seconds behind. At the same time, Sentra's fuel economy is only moderate.
Nissan’s Sentra likes money very much, and it does its job well. However, the other four cars performed better.
Pros: The best infotainment system in the test, sucking oil like an economical car. Low point: The clever interior doesn't stand up to scrutiny, and there is some structural vibration during hard driving. Conclusion: Elantra has style, but top finishes have more depth under the surface.
Several drivers admitted that they had high expectations for the Elantra. It looks dramatic in the picture, with the brand’s exuberant exterior design, complex front panels and crease door panels, which in some way reminds you of the Lamborghini Urus. Thanks to its large form and very modern three-screen instrument panel, the interior is equally eye-catching, just like the Cadillac Escalade.
If the crease on the side of the Elantra reminds you of Lambo Urus, then you are not alone. Whenever we see these seats, we can't help but see the forehead of a Klingon.
Yes, the infotainment and instrument screens are large, and the system is highly configurable; coupled with impressive graphics, Hyundai stands above others. But the display on the left side of the dashboard is not actually a screen at all, but a virtual panel with meaningless circular graphics. Some hard plastic spoiled the futuristic luxury atmosphere, bruising on the elbow of the armrest. Although the rear seats are the largest in the group, there are no USB ports at the back.
As a pleasant partner in daily work, the Elantra's steering system provided good feedback, but its riding score was at the end. Mortimer pointed out: "The chassis will become unstable due to slight bumps." The difficult driving on the processing loop showed a lot of body roll and some structural vibrations. The brake pedals of modern cars showed some sponginess.
Although the Elantra's isolation from road noise is quite good, the 2.0-liter engine is the most noisy engine in the test under full throttle acceleration. Since the naturally aspirated four-cylinder engine lacks low-end torque, it also often reaches a higher speed range. The charging to 60 mph in 8.1 seconds and the quarter-mile sprint in 16.3 seconds are better than Toyota and Nissan, but lagging behind other companies. We didn't expect Limited to inspire a lot of enthusiasm-this is the purpose of the N Line and the upcoming 286 horsepower N-but it is very efficient. The Elantra returned the best fuel economy in the test, 35 miles per gallon, 3 miles better than the second-best competitor Jetta.
Advantages: easy riding, pressure-free engine, automatic transmission with eight real gears. Low point: loose steering, very unfashionable, obvious internal cost reduction. Conclusion: For those who do not appreciate the performance of GLI, this is an ideal car.
You sit in the saddle of the Jetta, which may appeal to buyers who are unsure about giving up the SUV. The interior is well organized, but dull-all hard edges and black plastic. Volkswagen seems to focus its resources on the screen: a digital instrument cluster and an 8.0-inch infotainment display. Buyers who like functions will like conveniences such as heated rear seats, but the cost-cutting appearance of molded plastic rear door panels cannot be avoided.
Although we prefer the Jetta GLI, for about the same amount of money, SEL Premium offers a more comfortable ride experience and many features that mainstream buyers may prefer.
Facts have proved that Jetta's eight-speed automatic transmission is very popular in venues full of CVTs. It is paired with a turbocharged 1.4-liter inline four-cylinder engine that can produce 184 pound-feet of torque at a low speed of 1600 rpm. This combination can provide a stress-free power system in most driving. With its prepared impulse, Volkswagen and Mazda tied for the fastest off the assembly line, with a speed of 2.6 seconds to 30 mph. Its speed of 7.7 seconds and 60 mph is not bad, only 0.2 seconds behind 3 seconds and behind the Civic. 0.5 seconds. Jetta is also tied for the quietest at 70 mph, this time it is the Elantra.
The way the suspension absorbs impact can eliminate the tingling sensation of bad roads and create a happy highway riding experience. The Jetta is beyond its comfort zone in the control loop, floating and rolling, despite VanderWerp's permission, "I don't hate it." We are not tolerant of too light and disconnected steering. Considering the softness of the rest of the chassis, the commendable firm brake pedal is a surprise, but the Volkswagen stop from 70 mph at 187 feet is the longest in the test.
For enthusiasts, there may not be much here, but those in the know can always choose the 10 best award-winning GLIs. For others, SEL Premium is a harmless and well-equipped choice.
Highlights: The luxury cabin puts the Audi A3 to shame, the best-sounding engine in the sextet, and the stylish appearance. Disadvantages: The interior is narrow and the fuel economy is lower than the standard. Conclusion: There is enough style and luxury to play in another league, but not enough practicality to win this day.
3's smooth lines and the proportions of the rear of the cab leave a strong first impression. When you slide into the car, this car will leave a good second impression on you. The cabin has a rich padded surface and high-end design. "This 3 does have the look and feel of the luxury sector," wrote staff editor Austin Irwin.
The relatively compact cabin affected its opportunities, but the excellent driving experience, superb interior design, and high-quality assembly and finishes helped Mazda 3 rank second.
With 186 horsepower and 186 pound-feet of torque, the 2.5-liter output is the best here, and Mazda competed with Honda for the top spot in all acceleration tests. It reached 60 mph in 7.5 seconds, 0.3 seconds behind the Civic, but Mazda was the fastest in the 30 to 50 mph passing test and tied the Civic in the 50 to 70 mile jump. Nowadays, the six-speed speed does not seem to be much, but the automatic gear does not hesitate to downshift, and its clear shift is more popular than the fake shift of the competitor’s CVT. Mazda’s 2.5-liter engine is the least noisy when accelerating at full throttle, and actually sounds good when wrung out.
The 3's chassis provides "the perfect combination of athleticism and comfort despite the skateboarding performance," VanderWerp said, adding, "This and Honda are more important than anything else in terms of riding and handling, and more fun to drive. "
Although comfortable in the driver’s seat, this car fits better than most other cars, with a high waistline and closer A-pillars. In the rear seat, a six-foot-tall passenger can slide behind a similarly sized driver, but only to the back. Although Mazda’s infotainment display is set high to meet the driver’s sight, some people prefer the touch screen to the 3’s rotary controller. No one would like its lowest fuel economy (28 mpg) in the test, but this is not surprising, because the 3 is the only vehicle here with all-wheel drive. It is convincing as a small luxury car, but it is not the best compact car.
Highlights: Chassis tuning sets a benchmark, accelerates ahead, and interior interiors are of first-class workmanship. Low point: The price is high-end, and there is no manual for the car. Conclusion: The ordinary Civic is so good, we can't wait to see what Si is like.
It is said that on the first morning of our group driving, we always mistakenly referred to Civic as Accord. This is not just because it looks like an Accord now, the new generation has abandoned the over-styling of the previous model. More importantly, Civic now enjoys the composure of its beloved brothers and sisters.
The Civic received the highest score in the voting. It looks, acts and feels like the 7/8 Accord that we like. The honeycomb dashboard decoration reminds us of Lamborghini Huracán.
Although the interior looks very modern, the spacious cabin with ergonomic logic and quality execution brings us back to the Honda of the past. The low fairing and narrow A-pillar provide a wide field of vision that no one can match. The digital instrument cluster lacks some configurability, but displays a lot of information in an easy-to-understand format. Touring’s infotainment display is better than Honda’s recent efforts, with clear graphics and actual volume knobs, although it still lacks an adjustment knob. Even something as simple as the climate control knob is beautifully executed with knurled edges and snick-snick movement. As staff editor Conner Hoffman concluded, "This is the best Civic interior ever built."
As before, the top Civic interior is powered by a turbocharged 1.5-liter four-cylinder engine. Yes, it is linked to a CVT (the hatchback provides a manual), but it is one of the better programmed units, and the car also benefits from having a relatively powerful 180 horses and 177 pound-feet of torque to dispatch. Honda is The fastest in this group reached 60 mph in 7.2 seconds, which was 15.6 seconds in this quarter.
Like its older siblings, the Civic is a master of chassis tuning. "Sturdy, stable, and refined," Hoffman said. On a particularly bombed section of the highway, the Civic’s tires and suspension made a huge crash in the potholes, but the cabin was basically undisturbed. In the control loop, Honda has indeed established its dominant position. Its keen response ability and professional damping suspension make the equally excellent Mazda stand out. The steering combines an ideal level of effort and a strong sense of straight forward, and the brake modulation is also praised. "This is a very easy car to drive," Irving said.
It turns out that when we compare this car to the Accord, we are not too far away. The Civic is an Accord in the compact car class.
2022 Honda Civic Touring models: front-engine, front-wheel drive, 5-seater, 4-door sedan
Price benchmark/test: $29,315/$29,710 Option: Morning Mist Paint, $395
Engine turbocharged and intercooled DOHC 16-valve inline 4-cylinder, aluminum cylinder block and cylinder head, direct fuel injection displacement: 91 inches 3, 1498 cubic centimeters Power: 180 horsepower @ 6000 rpm / torque: 177 lb-ft @ 1700 rpm
Chassis suspension, front/rear: strut/multi-link brake, front/rear: 11.1 inch ventilated disc / 10.2 inch disc Tire: Goodyear Eagle Sport All-Season 235/40R-18 91W M+S
Dimensions Wheelbase: 107.7 inches Length: 184.0 inches Width: 70.9 inches Height: 55.7 inches Passenger volume: 96 cubic feet Luggage volume: 14 cubic feet Curb weight: 3058 pounds
C/D test results 60 miles/hour: 7.2 seconds 1/4 mile: 15.6 seconds @ 92 miles/hour 100 miles/hour: 18.6 seconds 120 miles/hour: 30.6 seconds and above the results omit 0.3 seconds of 1 foot rollout. Rolling start, 5-60 mph: 8.0 seconds top gear, 30-50 mph: 4.0 seconds top gear, 50-70 mph: 5.0 seconds Top speed (government limited company): 126 mph braking , 70-0 mph: 176 feet of road maintenance, 300 feet of anti-slip mat: 0.86 g
Observed C/D fuel economy: 31 mpg
EPA Fuel Economy Comprehensive/City/Highway: 34/31/38 mpg
2021 Hyundai Elantra Limited Vehicle type: front engine, front wheel drive, 5-seater, 4-door sedan
Basic/Test Price: $26,455/$26,610 Option: Carpet Floor Mat, $155
Engine DOHC 16 valve Atkinson-cycle inline-4, aluminum block and head, port fuel injection displacement: 122 in3, 1999 cm3 Power: 147 hp @ 6200 rpm Torque: 132 lb-ft @ 4500 rpm
Chassis suspension, front/rear: strut/torsion beam brake, front/rear: 11.0 inch ventilated disc/10.3 inch disc Tire: Kumho Majesty Solus 225/45R-17 91W M+S
Dimensions Wheelbase: 107.1 inches Length: 184.1 inches Width: 71.9 inches Height: 55.7 inches Passenger volume: 100 cubic feet Luggage volume: 14 cubic feet Curb weight: 2895 pounds
C/D test results 60 miles/hour: 8.1 seconds 1/4 mile: 16.3 seconds @ 88 miles/hour 100 miles/hour: 22.1 seconds 120 miles/hour: 37.5 seconds and above results omit 0.3 seconds of 1 foot rollout. Rolling start, 5-60 mph: 8.5 seconds of top gear, 30-50 mph: 4.1 seconds of top gear, 50-70 mph: 5.5 seconds Maximum speed (manufacturer's requirement): 124 mph Dynamic, 70-0 mph: 175 feet of road maintenance, 300 feet of anti-skid pad: 0.88 grams
Observed C/D fuel economy: 35 mpg
EPA Fuel Economy Comprehensive/City/Highway: 35/31/41 mpg
2021 Mazda 3 Premium AWD vehicle type: front engine, all-wheel drive, 5-seater, 4-door sedan
Basic/Test Price: 29,395 USD/30,140 USD Options: Soul Red Crystal Metallic Paint, 150 USD; All-weather floor mat, 150 USD
Engine DOHC inline 4-cylinder 16 valves, aluminum cylinder block and cylinder head, direct fuel injection displacement: 152 inches 3, 2488 cubic centimeters Power: 186 horsepower @ 6000 revolutions per minute Torque: 186 pound-feet @ 4000 revolutions per minute
Chassis suspension, front/rear: strut/torsion beam brake, front/rear: 11.6-inch ventilated disc/10.4-inch disc Tire: Bridgestone Turanza EL440 215/45R-18 89V M+S
Dimensions Wheelbase: 107.3 inches Length: 183.5 inches Width: 70.7 inches Height: 56.9 inches Passenger volume: 91 cubic feet Luggage volume: 13 cubic feet Curb weight: 3247 pounds
C/D test results 60 miles/hour: 7.5 seconds 1/4 mile: 15.8 seconds @ 90 miles/hour 100 miles/hour: 20.2 seconds 120 miles/hour: 32.6 seconds The above results omit 0.3 seconds of 1 foot rollout. Rolling start, 5-60 mph: 7.9 seconds top gear, 30-50 mph: 3.8 seconds top gear, 50-70 mph: 5.0 seconds top speed (manufacturer’s statement): 130 mph Dynamic, 70-0 mph: 176 feet of road maintenance, 300 feet of anti-slip mat: 0.83 grams
Observed C/D fuel economy: 28 mpg
EPA Fuel Economy Comprehensive/City/Highway: 28/25/33 mpg
2021 Nissan Sentra SR Vehicle type: front-engine, front-wheel drive, 5-seater, 4-door sedan
Basic price/tested: $22,775/$26,010 Options: SR premium package, $2270; lighting package, $500; two-color paint, $250; carpeted floor and cargo mat, $215
Engine DOHC 16-valve 2.0-liter inline 4-cylinder, aluminum cylinder block and cylinder head, direct fuel injection displacement: 122 inches 3, 1997 cubic centimeters Power: 149 horsepower @ 6400 rpm Torque: 146 pound-feet @ 4400 rpm Minute
Chassis suspension, front/rear: strut/multi-link brake, front/rear: 11.0 inch ventilated disc / 10.2 inch disc Tire: Hankook Kinergy GT 215/45R-18 89V M+S
Dimensions Wheelbase: 106.6 inches Length: 182.7 inches Width: 71.5 inches Height: 57.0 inches Passenger volume: 94 cubic feet Luggage volume: 14 cubic feet Curb weight: 3127 pounds
C/D test results 60 miles/hour: 8.9 seconds 1/4 mile: 17.0 seconds @ 84 miles/hour 100 miles/hour: 25.2 seconds 120 miles/hour: — The above results omit 0.4 seconds of 1 foot rollout. Rolling start, 5–60 mph: 9.7 seconds Top Gear, 30–50 mph: 5.1 seconds Top Gear, 50–70 mph: 6.7 seconds Maximum speed (C/D est): 125 mph braking, 70–0 mph: 174 ft road keeping, 300 ft anti-slip mat: 0.88 g
Observed C/D fuel economy: 31 mpg
EPA Fuel Economy Comprehensive/City/Highway: 32/28/37 mpg
2021 Toyota Corolla XSE Apex Vehicle type: front-engine, front-wheel drive, 5-seater, 4-door sedan
Basic/test price: 29,335 USD/30,183 USD Options: Rear spoiler, USD 375; Carpet pad package, USD 249; Frameless mirror, USD 175; Cargo net; USD 49
Engine DOHC 16 valve inline 4, aluminum cylinder block and cylinder head, direct fuel injection displacement: 121 inches 3, 1987 cubic centimeters Power: 169 horsepower @ 6600 rpm Torque: 151 lb-ft @ 4400 rpm
Chassis suspension, front/rear: strut/multi-link brake, front/rear: 10.8 exhaust disc / 10.2 inch disc tire: Michelin Primacy A/S 225/40R-18 88V M+S
Dimensions Wheelbase: 106.3 inches Length: 182.3 inches Width: 70.1 inches Height: 55.9 inches Passenger volume: 89 cubic feet Luggage volume: 13 cubic feet Curb weight: 3156 pounds
C/D test results 60 miles/hour: 8.2 seconds 1/4 mile: 16.4 seconds @ 87 miles/hour 100 miles/hour: 22.8 seconds 120 miles/hour: — The above results omit the 0.3 second 1 foot rollout. Rolling start, 5-60 mph: 8.8 seconds in the top gear, 30-50 mph: 4.3 seconds in the top gear, 50-70 mph: 5.4 seconds, top speed (government regulations): 118 mph Dynamic, 70-0 mph: 179 feet of road protection, 300 feet of anti-slip mat: 0.86 grams
Observed C/D fuel economy: 30 mpg
EPA Fuel Economy Comprehensive/City/Highway: 34/31/38 mpg
2021 Volkswagen Jetta SEL premium model: front-engine, front-wheel drive, 5-seater, 4-door sedan
Price benchmark/test: 29,040 USD/29,040 USD Option: None
Engine turbocharged and inter-cooled DOHC 16 valve inline 4, aluminum cylinder block and cylinder head, direct fuel injection displacement: 85 inches 3,1395 cubic centimeters Power: 147 horsepower @ 5000 rpm Torque: 184 lb-ft @ 1600 Rpm
Chassis suspension, front/rear: strut/multi-link brake, front/rear: 11.3 inch ventilated disc / 10.7 inch ventilated disc Tire: Falken Causera SN250A/205/55R-17 91H M+S
Dimensions Wheelbase: 105.7 inches Length: 185.1 inches Width: 70.8 inches Height: 57.6 inches Passenger volume: 94 cubic feet Luggage volume: 14 cubic feet Curb weight: 3136 pounds
C/D test results 60 miles/hour: 7.7 seconds 1/4 mile: 16.0 seconds @ 86 miles/hour 100 miles/hour: 22.7 seconds 120 miles/hour: 40.2 seconds The above results omit the introduction of 1 foot in 0.3 seconds. Rolling start, 5–60 mph: 8.7 seconds Top Gear, 30–50 mph: 4.5 sec Top Gear, 50–70 mph: 6.0 sec Maximum speed (C/D est): 125 mph braking, 70–0 mph: 187 ft road keeping, 300 ft anti-slip mat: 0.82 g
Observed C/D fuel economy: 32 mpg
EPA Fuel Economy Comprehensive/City/Highway: 33/29/39 mpg