2007 BMW 335i vs. 2007 Lexus IS 350 Comparison Test

2007 BMW 3 Series Sedan

(3.0L 6-cyl. Twin-turbo 6-speed Manual)
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  • Comparison Test
  • Second Opinion
  • Stereo Evaluation
  • Top 6 Features
  • Final Rankings and Scoring Explanation
  • 2007 BMW 3 Series Specs and Performance
  • 2007 Lexus IS 350 Specs and Performance

BMW has it and Lexus wants it. That's all you need to know about the confrontation between the 2007 BMW 335i and 2007 Lexus IS 350.

As the first compact sport sedan with more than 300 horsepower, the IS 350 has been the quickest car in this class since its redesign in 2006. But the 2007 BMW 335i has been through a redesign of its own, and its new twin-turbo 300-hp inline-6 now measures up against the Lexus V6.

Putting together the 2007 BMW 335i and the 2007 Lexus IS 350 will tell us which car gets it done in the speed sweepstakes. More important, these two cars are redefining a category that the BMW 3 Series has dominated for 20 years, and we'll find out which car will lead us into the future.

Choosing the Hardware
When we matched these cars against each other in 2006, the newly redesigned 306-hp Lexus IS 350 ran away from the 255-hp BMW 330i with a quicker acceleration to 60 mph by more than a full second. On the other hand, that BMW outmaneuvered the Lexus in every objective and subjective handling category.

For 2007, the deal has changed. The 2007 BMW 335i packs an even 300 hp (perhaps even more), and it also takes the 3 Series further in the direction of sophistication, making it a competitor for the IS 350 in refinement as well as speed. Meanwhile, the 2007 Lexus IS 350 allows you to switch off its vehicle stability control, so you can explore the limits of its dynamic envelope.

For this like-to-like comparison, we've chosen a BMW 335i with the optional $1,275 three-mode six-speed automatic, plus the optional $100 shift paddles on the steering wheel. This car matches up with the Lexus IS 350 and its standard six-speed automatic with shift paddles.

The New Order
"There is nothing more difficult to take in hand, more perilous to conduct, or more uncertain in its success, than to take the lead in the introduction of a new order to things." — Niccolò Machiavelli

While the BMW inline-6 has always been known for its smooth and linear power delivery, it has rarely been celebrated for its horsepower. But now that BMW has adopted direct injection and sequential turbocharging, the all-new twin-turbo N54 engine feels like something from BMW's M division. A plateau of 300 pound-feet of torque begins at 1,400 rpm and extends all the way to 7,000 rpm.

And what a difference a year, 45 horsepower and 80 lb-ft of torque make. Not only does the 300-hp 335i slash nearly 2 seconds from the 0-to-60-mph time recorded by the 2006 330i, it also outaccelerates the Lexus IS 350 in the process. The 2007 335i sprints to 60 mph in just 4.9 seconds and blitzes the quarter-mile in 13.4 seconds at 103.9 mph — and all this with an automatic transmission.

The Quick and the Stead
With the 2007 Lexus IS 350's traction control shut down, we managed to find nearly a half-second improvement in its acceleration profile on the drag strip right up to the 1,320-foot mark, where it recorded a time slip nearly identical to last year's. The launch to 30 mph is 0.4 second quicker, as is the time to 60 mph. The quarter-mile comes up in 13.8 seconds at 101.2 mph.

The IS 350's DOHC 3.5-liter V6 also represents new engine technology for Lexus. It's a model of high-revving, almost electric smoothness, yet this V6 must reach 4,800 rpm before all of its 277 lb-ft of torque is accounted for. By then the award-winning turbocharged BMW six is already riding a huge wave of neck-straining twist, and the 335i shows the IS 350 its trunk badge. Where the Lexus zings through the gears to make haste, the BMW doesn't have to shift to go fast.

Grab a Gear
"The most dangerous phrase in the language is, 'We've always done it this way.'" — Rear Admiral Grace M. Hopper, U.S. Navy

The shift paddles mounted on the steering wheel of the Lexus IS 350 are simple to operate, as you pull on the right one for an upshift and then tug on the left one for a downshift. The paddles select gears more or less quickly, but fail to match engine revs during downshifts, which slows the process by a fraction.

BMW has engineered its shift-paddle system to afford both up- and downshifts with either paddle, as you pull with your fingers to produce a very, very quick upshift and then push with your thumb to get a speedy downshift with matching engine revs.

The ergonomics of shift-paddle arrangement are better in the Lexus, but the logic of the BMW system is more convenient. Meanwhile, we prefer BMW's approach to the shift pattern of the console lever in manual mode, as you pull back to upshift and push forward to downshift, as if you were using 3rd and 4th gears in a manual transmission. Many Japanese cars seem to prefer the pattern of 2nd and 3rd gears in a manual transmission, where you push forward to upshift and pull back for a downshift.

Tailhooks for Brakes
Both cars stop from 60 mph like a naval jetfighter snagging the three-wire during a carrier landing, and you can feel the strain on your clavicle from the seatbelt as the Lexus comes to a halt in 114 feet and the BMW stops in 116 feet.

We encountered a dilemma when it came to ranking the brakes on these cars. Where the 335i provided superior feel and controllability at speed, its pedal also presented an odd tendency to feel sticky at low speed, as if it were controlled by some digital logic. Stop-and-go traffic proved to be a lurching, jerky affair.

On the other hand, the Lexus brakes offered adept control in the slow stuff, delivering textbook limo-style stops, but the light-effort pedal action seemed isolated from the system and didn't match the BMW's ability to provide two-way communication during assertive driving.

The Indulgent Electronic Nanny
"It's better to beg forgiveness than ask permission." — Rear Admiral Grace M. Hopper, U.S. Navy

Lexus has gone to some trouble to make its latest-generation vehicle stability system one of the most sophisticated available, so maybe it's no surprise that when it was introduced, the system didn't include a switch to turn it off. But thanks to a decision made at the highest level at Toyota Motor Sales, U.S.A. (so we understand), the 2007 VSC recognizes that there are some circumstances when it might be disabled.

When the VSC system is engaged, the algorithmic threshold of electronic stability intervention is within an eyelash of the car's actual limits. Driven smoothly right up to the VSC's boundaries, the Lexus IS 350 delivers virtually the same level of grip as the car will afford without it. Overdrive the car, however, and you're asking for a slap on the hand — a beep and a yaw correction.

What we did find with the VSC disabled was that there's a measure of athleticism in the IS 350 we had never experienced before. Even if the electric-assisted steering feels rather numb, like winding a constant-rate spring, it's delightful to rotate the car around each cone in our test slalom with such a high degree of precision that we can place the front tire within inches while gently sliding the rear tires.

We admire this sort of vehicle behavior in a sport sedan, but we have to tell you that it doesn't actually generate any performance improvement that you can measure.

Hitting an Invisible Target
"Talent hits a target no one else can hit; Genius hits a target no one else can see." — Arthur Schopenhauer

So along comes the fifth-generation 3 Series, and not surprisingly, it's better. It makes better numbers at the test track, and every driver appreciates its conversational steering, high levels of cornering grip and the peerless way it envelops road irregularities and smothers them. It's remarkable that in this age of super-computer design and virtual testing, BMW continues to hit the ride-handling target that no one else can even see.

The Lexus earns our respect for a competitive level of handling accomplishment, although we were surprised that its characteristic placid ride sometimes broke down when the front tires suddenly transmitted a jolt of harshness while confronting sharp surface irregularities.

There's also an important difference in the specification of these two cars, as the 335i was equipped with a $1,700 Sport package, including a retuned suspension with low-profile, high-performance tires on 18-inch wheels. We're guessing that if the IS 350 also were fitted with its $3,695 Sport package, all of its capabilities and liabilities would be similarly increased.

The Value of Greatness
"What is a cynic? A man who knows the price of everything and the value of nothing." — Oscar Wilde

This is usually the part of a comparison of sport sedans where we apologetically explain that the BMW costs more, and that you get what you pay for. This time, the as-tested price of our well-equipped 2007 BMW 335i is $1,325 less than that of the luxuriously optioned 2007 Lexus IS 350. On the other hand, the base prices of these cars go the other way, with the Lexus undercutting the BMW by $3,255.

In an attempt to balance content with price, we weighted both the price and selected features equally at 25 percent of our comparison's total test score. We chose only those features we felt contribute to the sporting character of the car itself, like electronic stability control, sport suspension/tire package, transmission specification, bi-xenon headlamps and a smart-key entry/starting system. Scored in this fashion, the BMW comes out ahead. Had this been a luxury sedan gizmo-fest, it may have gone the other way.

Second Place
"We are always more anxious to be distinguished for a talent which we do not possess, than to be praised for the 15 which we do possess." — Mark Twain

The 2007 Lexus IS 350 is a fantastically rewarding sport sedan on many levels. It's a high-spirited luxury car in a low-impact sort of way. The IS 350 is a driver's car, just not the kind of sport sedan that goads you beyond your talent and into the guardrail. The Lexus demonstrates refinement in every molecule in way that a BMW never will. The IS 350 is defined by an easy, breezy nonchalance that can make you forget about communicative steering, slalom speeds and even more power.

First Place
"Success usually comes to those who are too busy to be looking for it." — Henry David Thoreau

Once you get a sport sedan right, it shows a depth of engineering and design skill. Get it really right, and it will win widely publicized awards and bring enthusiasts to the showroom. The 2007 BMW 335i does both, and it's without a doubt the best-performing and yet most well-rounded 3 Series ever. The BMW 335i is still the best sport sedan money can buy, and you can quote us on that.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Senior Editor, Detroit Daniel Pund says:
I badly wanted the Lexus IS 350 to win this comparison test. Well, I'm not so sure if I wanted the Lexus to win so much as see the BMW 335i lose. Whatever, I didn't want it to end the way we all knew it would. It isn't that I have anything against BMW. Nor do I have any vested interest in seeing Lexus succeed. I tell you, it's all for my colleague, Walton.

You see, Walton, despite his boyish mien, is actually 76 years old. This means that he has been obliged to write the BMW-3-Series-wins-again story approximately 83 times in his lengthy career. It goes something like this: "Oh, Competitor X is getting pretty close. It's a real sport sedan now. It's quite good. Oh, forget it. BMW wins!"

So imagine how bad I felt for Walton when the BMW, with its monster turbo motor, slaughtered the (quite good) Lexus in each and every of the parameters that combine to create driving pleasure. The BMW handles better, goes better, rides better, steers way better, shifts better...possibly, you get the point. In short, BMW wins. Again.

2007 BMW 335i

Overall Grade: B-

How does it sound: B-
We've been very pleased with Logic 7 stereos in the past and consider the Harman Kardon audio system in the BMW 7 Series to be among the best in the industry. However, the Logic 7 stereo that comes as standard equipment in the 3 Series doesn't exceed our expectations although it does meet them.

The stereo sounds good but not appreciably better than other premium stereos — the Mark Levinson system in the IS 350 is superior in almost every way. The bass is nice and clear but lacks the thump of the Harman systems we're used to. Sound from all types of music is reproduced very well with the overall tone being almost lifelike. In some cases the sound reproduction is, perhaps, too literal as it lacks the warmth and depth of the Lexus system.

We like the Logic 7's built-in equalizer along with separate bass and treble control.

How does it work: B
Without iDrive, the 3 Series audio system has a much simpler interface although it's maybe too simple given the number of options on this stereo. With such deep menus, the standard display seems overtaxed and it's then that iDrive and its larger display screen seems to make sense.

Special features:
The 328i sedan offers a 10-speaker stereo as standard with the Logic 7 system available as an option. The 335i has the Logic 7 stereo as standard. Both cars have a single CD player as standard but both come prewired for a six-disc changer which, sadly, resides in the center console eating up precious storage space.

Conclusion: The Logic 7 system, as found in the 335i, delivers acceptable sound for a premium stereo. It doesn't knock our socks off like the 7 Series system does and, in the end, the Mark Levinson sounds noticeably better even to the casual listener. — Brian Moody, Road Test Editor

2007 Lexus IS 350

Overall Grade: A-

How does it sound: A
We've always liked the Mark Levinson systems, but the one found in the current IS 350 seems to be a step up in terms of technology. The discrete 5.1 system sounds excellent, although we still like the sound in the bigger Mark Levinson-equipped Lexus vehicles a bit more. Vehicles like the LS 460 simply provide a much larger interior space to fill, and that more spacious stage nets a bigger sound.

Still, the IS 350's system sounds better than most factory-installed systems regardless of price. Its strong point is its ability to deliver clean, sharp and uncluttered bass. The midrange is excellent as well. The midrange and tweeters use metal cones to reproduce the sound more efficiently and they are mounted in the doors for optimum sound reproduction. In fact, this Mark Levinson system is specifically designed so that 5.1 playback is optimized for each seating position — in short, everyone in the car has a good seat as far as acoustic quality is concerned. Even at higher volumes the sound remains clear.

How does it work: B+
The interface for the stereo is simple and easy to use. A large "audio" button next to the dash-mounted screen allows access to the system's basic functions. Bass, midrange and treble as well as the fader control all live on the same screen. You can also turn the surround-sound feature on or off.

If we have a complaint about this stereo it's that there aren't many customizable and flexible features. We'd like to see a progressive surround feature and/or an equalizer like on the Harman Kardon Logic 7 systems. The flip side of that complaint is that the Levinson system delivers stellar sound quality without any effort on the part of the driver. Just slide in a CD and it will sound great even if you never touch any of the sound controls, and our guess is that's exactly how Lexus customers want it.

Special features:
Mark Levinson audio systems are among the best-sounding audio systems on the market. The ability to deliver true 5.1 surround sound through 7.1 architecture is one reason the system sounds so awesome although this stereo doesn't rely on only 5.1 discs to get that truly awesome sound. DVD-As sound great but even two-channel CDs sound excellent as well.

An excellent stereo overall that delivers plenty of thumping bass and clean, clear sound in every range. — Brian Moody, Road Test Editor

For this sport sedan comparison, we chose only those features we felt contribute to the sporting character of the car itself, or those which were critical to the sport sedan category. In other words, a competitive player in this highly charged field should be offered with the following features, either standard or optionally available.


2007 BMW 335i 2007 Lexus IS 350
Bi-xenon headlamps S O
Dynamic stability/traction control S S
Manual transmission S N/A
Paddle-shifted automatic transmission O S
Smart-key access/starting O S
Sport package O O

S: Standard
O: Optional
N/A: Not Available

Bi-xenon headlamps: Hey, you know what? It gets dark at night, and if you're making the Friday-night blast to the lake so you get glassy water on Saturday morning, you need to see as far up the mountain road as possible. Bi-xenon (meaning xenon bulbs for both high and low beams) is standard on the 335i, xenon (low beam) plus halogen (high beam) is optional on the IS 350, but Lexus gets a break for headlamps that turn slightly with the steering wheel.

Dynamic stability/traction control: No longer a feature associated with high-end marques, stability and traction control systems can now be found on base-model Scions. What now distinguishes a sophisticated system from a widely used version is the manufacturer's ability to write intricate programming that doesn't simply shut the car down at the first inkling of tire squeal. A dynamic stability/traction control system allows some degree of aggressive driving before a minor almost-unnoticed adjustment to the car's behavior is made, followed by the one you would notice that saves you a call to the insurance company. Both of these sedans have sophisticated systems.

Manual transmission: No self-respecting sport sedan manufacturer would ever dream of denying true driving enthusiasts the choice of a manual. While automatic transmissions are getting quicker, smarter and more efficient, there's still nothing so rewarding as knowing how to properly operate three pedals while rowing your own gears. Check one for BMW.

Paddle-shifted automatic transmission: In lieu of the aforementioned DIY method of shifting gears, we like to see some sort of manual interaction available with an automatic, preferably with a set of paddles. How those paddles actually function is another story, but both of these cars had paddles: Standard on the Lexus; optional on the BMW.

Smart-key access/starting: Like steering-wheel audio controls once were a "Wow, I wish every car had these" feature (and practically are), so, too, are these so-called smart keys. From the linty bottom of your pocket or purse, they communicate with the car to allow unlocking/locking and even starting the car without digging or pressing an illegible button on the key itself: Standard on the Lexus, optional on the BMW.

Sport package: It means different things to different manufacturers. In this case, we're looking for specific wheels, tires, suspension tuning, but also a sport-specific driver seat, steering wheel, and/or other distinguishing interior modifications. These two offer all of the above and more.

Final Rankings

Final Rankings
Item Weight 2007 BMW 335i 2007 Lexus IS 350
Personal Rating 2.5% 100.0% 50.0%
Recommended Rating 2.5% 100.0% 50.0%
Evaluation Score 20% 86.0% 78.9%
Feature Content 25% 77.8% 66.7%
Performance 25% 99.3% 88.8%
Price 25% 100.0% 97.2%
Total Score 100.0% 91.5% 81.4%
Final Ranking 1 2

Personal Rating (2.5%): Purely subjective. After the test, each participating editor was asked to rank the vehicles in order of preference based on which he or she would buy if money were no object.

Recommended Rating (2.5%): After the test, each participating editor was asked to rank the vehicles in order of preference based on which he or she thought would be best for the average consumer shopping in this segment.

28-Point Evaluation (20%): Each participating editor ranked every vehicle based on a comprehensive 28-point evaluation. The evaluation covered everything from exterior design to cupholders. Scoring was calculated on a point system, and the scores listed are averages based on all test participants' evaluations.

Feature Content (25%): For this category, the editors picked the top six features they thought would be most beneficial to the consumer shopping in this segment. For each vehicle, the score was based on the amount of actual features it had versus the total possible (10). Standard and optional equipment were taken into consideration.

Performance Testing (25%): Both cars were put through a comprehensive battery of instrumented tests, including 0-60 acceleration, quarter-mile runs and panic stops from 60 mph. They were also run through a 600-foot slalom course to test transitional handling and around a skid pad to determine ultimate grip. The vehicles were awarded points based on how close they came to the best-performing vehicle's score in each category.

Price (25%): The numbers listed were the result of a simple percentage calculation based on the least expensive vehicle in the comparison test. Using the "as tested" prices of the actual evaluation vehicles, the least expensive vehicle received a score of 100, with the remaining vehicle receiving a lesser score based on how much it cost.

Model year2007
Model3 Series
Style335i 4dr Sedan (3.0L 6cyl Turbo 6M)
Base MSRP$39,675
As-tested MSRP$46,650
Drive typeRear-wheel drive
Engine typeTwin turbo-charged inline-6
Displacement (cc/cu-in)2979cc (182cu-in)
Horsepower (hp @ rpm)300 @ 5,800
Torque (lb-ft @ rpm)300 @ 1,400
Transmission type6-speed Manual std (opt 6-speed Automatic as-tested)
Suspension, frontIndependent, MacPherson struts, coil springs, and stabilizer bar
Suspension, rearIndependent, multilink, coil springs, and stabilizer bar
Steering typeSpeed-proportional power steering
Tire brandBridgestone
Tire modelPotenza RE050A
Tire typeRun-flat
Tire size, front225/40R18 88W
Tire size, rear255/35R18 90W
Brakes, frontFront ventilated disc
Brakes, rearRear ventilated disc
Track Test Results
0-45 mph (sec.)3.2
0-60 mph (sec.)4.9
0-75 mph (sec.)7.2
1/4-mile (sec. @ mph)13.4 @ 103.9
Braking, 30-0 mph (ft.)27
60-0 mph (ft.)116
Slalom, 6 x 100 ft. (mph)68.2
Skid pad, 200-ft. diameter (lateral g)0.9
Sound level @ idle (dB)45.5
@ Full throttle (dB)74.7
@ 70 mph cruise (dB)62
Test Driver Ratings & Comments
Acceleration commentsLeft in Drive with the traction/stability control on, the car attempts to quell wheelspin and stumbles off the line at full throttle. Even with traction control shut off, the automatic transmission would short-shift to second to quell wheelspin. Finally, with traction control defeated and manual gear selection, I maintained just the right amount of wheelspin and timed the 1-2 upshift at redline. Doing so lowered the 0-60 time by more than 1 second. The car pulls hard throughout the rev range, as if it were a naturally aspirated engine. Upshifts are blazingly quick and strangely shock-free.
Braking ratingExcellent
Braking commentsVery firm pedal and very, very consistent stopping distances with zero fade. There is some mild ABS pulse.
Handling ratingExcellent
Handling commentsOn the skid pad, the 335i responds well to throttle input, transferring weight on/off the front/rear tires at will. Excellent balance and nearly identical clockwise and counterclockwise performances. In the slalom, the throttle remains a useful tool to help the car rotate and exit each gate with precise control. Steering is also excellent, offering volumes of information regarding available grip and state of load.
Testing Conditions
Elevation (ft.)1121
Temperature (F)54.5
Wind (mph, direction)3.5
Fuel Consumption
EPA fuel economy (mpg)19 City / 29 Highway
Edmunds observed (mpg)21 average (15 worst - 22 best)
Fuel tank capacity (U.S. gal.)16.1
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,593 mfr (3,613 as tested)
Length (in.)178.2
Width (in.)71.5
Height (in.)55.9
Wheelbase (in.)108.7
Legroom, front (in.)41.5
Legroom, rear (in.)34.6
Headroom, front (in.)38.5
Headroom, rear (in.)37.5
Seating capacity5
Cargo volume (cu-ft)12
Max. cargo volume, seats folded (cu-ft)12
Bumper-to-bumper4 years/50,000 miles
Powertrain4 years/50,000 miles
Corrosion12 years/Unlimited miles
Roadside assistance4 years/Unlimited miles
Free scheduled maintenance4 years/50,000 miles
Front airbagsStandard
Side airbagsStandard dual front
Head airbagsStandard front and rear
Antilock brakes4-wheel ABS
Electronic brake enhancementsBraking assist, electronic brakeforce distribution, fade compensation, brake drying, hill-start assist
Traction controlStandard
Stability controlStandard
Rollover protectionNot available
Emergency assistance systemOptional (included in Premium Package)
NHTSA crash test, driverNot tested
NHTSA crash test, passengerNot tested
NHTSA crash test, side frontNot tested
NHTSA crash test, side rearNot tested
NHTSA rollover resistanceNot tested
Model year2007
ModelIS 350
Style4dr Sedan (3.5L 6cyl 6A)
Base MSRP$36,420
As-tested MSRP$47,975
Drive typeRear-wheel drive
Engine typeV6
Displacement (cc/cu-in)3456cc (211cu-in)
Horsepower (hp @ rpm)306 @ 6,400
Torque (lb-ft @ rpm)277 @ 4,800
Transmission type6-speed Automatic
Suspension, frontIndependent, double wishbones, coil springs, and stabilizer bar
Suspension, rearIndependent, multilink, coil springs, and stabilizer bar
Steering typeElectric speed-proportional power steering
Tire brandBridgestone
Tire modelPotenza RE050
Tire size, front225/40R18 88Y
Tire size, rear255/40R18 95Y
Brakes, frontFront ventilated disc
Brakes, rearRear ventilated disc
Track Test Results
0-45 mph (sec.)3.4
0-60 mph (sec.)5.2
0-75 mph (sec.)7.7
1/4-mile (sec. @ mph)13.8 @ 101.2
Braking, 30-0 mph (ft.)28
60-0 mph (ft.)114
Slalom, 6 x 100 ft. (mph)66.8
Skid pad, 200-ft. diameter (lateral g)0.87
Sound level @ idle (dB)40.9
@ Full throttle (dB)77.2
@ 70 mph cruise (dB)63.2
Test Driver Ratings & Comments
Acceleration commentsEven with traction control engaged, the IS 350 gets off the line smartly, but I could tell there was a better launch in it. Turning off traction/stability control (new for 2007), I could squeeze on the power all the way to the top of 1st gear where it'd auto-upshift right at redline. Very smooth power delivery and quick/smooth shifts. Here's a question: If the car auto upshifts at redline, why is there a nifty shift light ring 'round the tach? For the manual-trans IS 250?
Braking ratingExcellent
Braking commentsEach stop elicited the seatbelt safety stranglehold on me. It's pretty unsettling the first time. Be that as it may, the stops were very consistent and the pedal remained firm throughout. Strangely, the front tires were awfully noisy under braking, making knobby-gravelly sounds. I suspect it's a result of the very worn front tires on our tester, however.
Handling ratingExcellent
Handling commentsOn the skid pad, I suspect (again) that the early-onset understeer is the result of the already-worn front tires. Steering is slightly vague with little buildup in effort as the steering loads up. I'm overjoyed to finally experience the IS 350 in an unrestricted (VSC defeated) fashion. Despite the intentionally built-in isolation, the IS 350 proved to be quite athletic and nimble. It's hard to predict what it's going to do on initial turn-in, but then gets with the program once prodded to do so. If you ask it to rotate, it'll do it. If you play with that rotation, you can get really "neat" on each cone, pivoting around it with alternating inside front tires. More fun than I anticipated, but still sort of disengaged and videogamelike.
Testing Conditions
Elevation (ft.)1121
Temperature (F)54.5
Wind (mph, direction)3.5
Fuel Consumption
EPA fuel economy (mpg)21 City / 28 Highway
Edmunds observed (mpg)22 average (20 worst - 28 best)
Fuel tank capacity (U.S. gal.)17.1
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,527 mfr (3,587 as tested)
Length (in.)180.1
Width (in.)70.9
Height (in.)56.1
Wheelbase (in.)107.5
Legroom, front (in.)43.9
Legroom, rear (in.)30.6
Headroom, front (in.)37.2
Headroom, rear (in.)36.7
Seating capacity5
Cargo volume (cu-ft)13
Max. cargo volume, seats folded (cu-ft)13
Bumper-to-bumper4 years / 50,000 miles
Powertrain6 years / 70,000 miles
Corrosion6 years / Unlimited miles
Roadside assistance4 years / Unlimited miles
Free scheduled maintenanceUnlimited years / 7,500 miles
Front airbagsStandard
Side airbagsStandard dual front
Head airbagsStandard front and rear
Knee airbagsStandard dual knee
Antilock brakes4-wheel ABS
Electronic brake enhancementsBraking assist, electronic brakeforce distribution
Traction controlStandard
Stability controlStandard
Rollover protectionNot available
Emergency assistance systemOptional
NHTSA crash test, driverNot tested
NHTSA crash test, passengerNot tested
NHTSA crash test, side frontNot tested
NHTSA crash test, side rearNot tested
NHTSA rollover resistanceNot tested
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