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Published: 09/17/2013 - by James Riswick, Automotive Editor
The road ahead is mundane, dotted with silver Accords and white Corollas. The speed limit is 35, but you're lucky to break 39. The transmission drops into 6th gear without fanfare and your pulse remains unchanged. Your girlfriend in the passenger seat comments that she'd like to visit her mother this weekend before asking why the car's ride is so rough.
Let's face it. More often than not this is how our lives behind the wheel play out. As much as we may wax poetically about the 2014 Chevrolet Corvette Stingray on the Streets of Willow or the 2013 BMW M3 attacking the sinewy pavement of Mulholland Highway, they're rare occurrences at best.
If you want a sporting car to drive every day rather than every third Sunday, performance is obviously vital, but there's far more to consider than just lap times and lateral Gs. Since the Corvette and M3 have a similar price and are both known for being more livable than a typical razor's-edge sports car, it's not unthinkable that a fat-walleted bachelor, DINK or empty nester might think to themselves, "Which one would be better as my everyday car?"
No Surprise at the Track
To be completely honest, such real-world considerations are the only way the 2013 BMW M3 has a fighting chance. If we kept our considerations to the track, we could simply publish a spreadsheet and then kick back, pop open a Bud and catch up on our Netflix queue.
Unlike some of the other cars we've thrown at the C7 the past few weeks, the differences here are stark. The Stingray Z51's best lap of the Streets of Willow was 1:24.55 with a top speed of 112.5 mph. That's faster than a Nissan GT-R and a Porsche 911 Carrera S, let alone the M3 Coupe, which did it in 1:29.02 with a Vmax of 105.26 mph.
"What an instrument," our test-driver Josh Jacquot wrote of the C7 after wrapping up his laps at Willow Springs. "There's no need to qualify the Corvette's performance now. It lacks bad manners. It's fast. It makes the right sounds. It turns, stops and goes like crazy. It's predictable, reliable and world class in virtually every way. Remarkably easy to place. Confident. Communicative."
Astute readers will glean that means he liked it. The M3, on the other hand, elicited appreciation but the perhaps obvious conceit that Munich's representative was out of its league.
"Still rewarding after all these years, but clearly behind the latest hardware when it comes to grip and cornering speed," Jacquot wrote. "It's clearly not as focused of a driver's car relative to the low, light 'Vette."
Against the Clock, One Car Dominates
When you examine our instrumented testing numbers, the difference in lap times becomes completely understandable. The 2014 Chevrolet Corvette Stingray and its 6.2-liter 460-horsepower V8 reaches zero to 60 mph in 4.3 seconds (4.1 with 1 foot of rollout as on a drag strip) and clears the quarter-mile in 12.4 seconds at 113.7 mph. The M3 and its 4.0-liter 414-hp V8 could only muster 4.9 seconds (4.6 with rollout) and 13.0 at 109.9 mph.
Regardless, this definitely wasn't just a matter of power. The 'Vette pulled an absolutely stunning 1.05g on our skid pad, making the M3's otherwise commendable 0.93g seem quaint. The C7 also stopped from 60 mph in 99 feet versus 104 and snaked through the slalom at 73.5 mph to the M3's 70.3.
"I especially appreciated the crystal-clear and highly precise steering, the zippy turn-in, the progressive break-away of the tires and sophisticated traction control," wrote test-driver Chris Walton of the Stingray. "Immensely capable and highly accessible performance without the C6's vaguely threatening demeanor."
This Corvette Will Make You a Hero
Indeed, these thoughts were echoed out in the quasi-real world of our favorite mountain road, where the C7 once again proved to be the superior speed machine. There really were only two things keeping the trailing M3 within sight: the traffic cone paint job and Johnny Law.
The new Corvette was just so easy to drive fast thanks to the astounding grip afforded by Performance Traction Management (PTM), the electronic limited-slip and whatever was left of the rear Michelin Pilot Super Sports post-Willow Springs. The low center of gravity and weight certainly didn't hurt, either. Driving with urgency was simply a matter of pointing the exceedingly precise and hugely improved steering where we wanted to go and nailing the gas. And it doesn't really matter how much you nail it, since PTM is on the job making sure the right amount of throttle is always applied to make you look and feel like a stud.
The transmission's got your back, too. Even if you think heel-toeing is a line dancing maneuver at Bob's Country Bunker, the seven-speed manual automatically matches revs when downshifting. Should you prefer to shut off such newfangled trickery, just pull one of the vestigial paddle shifters a bean counter determined would make a pretty swell rev-match button on manual-equipped 'Vettes.
Now, this might sound as if the new 'Vette warrants the video game critiques leveled at the Nissan GT-R, but as you may have read in our Stingray vs. GT-R Comparison Test, Chevrolet's finest is still a hugely visceral and exciting car. It's just that away from the track and its extralegal speeds, the Stingray doesn't really get the opportunity to approach its thrilling full potential. In other words, it's just too easy.
Is There Such a Thing as a Moral Victory?
As a result of the C7's overwhelming competence, the M3 actually proved to be the more memorable drive, leaving us feeling more accomplished and hungry for more. There ultimately was a greater challenge to be had and thus more involvement and enjoyment.
Much of this is simply the enormous difference in capabilities, but it comes down to character as well. Take the power delivery, for instance. The Corvette's abundant grunt meant it could stay in 3rd on our mountain road much of the time, with that rev-matching gearbox dropped into 2nd only for the occasional hairpin. The M3, with its peaky 414 hp and 295 pound-feet of torque, required far more shifting, especially when trying to keep up with Captain America.
Thankfully, BMW's M-DCT is a pleasure to use and mightily effective with right-now shifts and paddles that possess a solid, mechanical feel. The car guy gut reaction is to look down upon the two-pedal M3 as something purchased by poseurs who don't understand and/or can't appreciate the true art of driving. Eyes roll, noses upturned.
Yet, as difficult as it may be to admit, M-DCT is arguably the better tool both for going fast and urban slogs. It also defaults to manual mode at start-up, as if to prove it means business.
There is also something to be said for communication, and words cannot truly express how good the M3's steering is, nor the sadness we'll feel when this hydraulic setup is reportedly replaced by an electric system on the upcoming M4.
Turn-in is so sharp, its effort could be the gold standard upon which all other cars are measured, and you can feel every nuance of what the tires are doing, as if reaching through the bulkhead and physically manipulating each wheel.
The two cars also present completely different takes on V8 theatricality. The 'Vette's V8 is a burly, shock-and-awe celebration that inevitably makes you exclaim some four-letter expletive followed by "YEAH!"
The M3's high-revving 4.0-liter V8, by contrast, pins you into its eight-way buckets to the tune of a precisely engineered, beautifully technical crescendo. You're more likely to mutter "oh my" while your bones melt in appreciation, as if beholding the magnificence of a majestic vista or an especially beautiful woman. Both are phenomenal, and trying to pick a favorite is pointless.
The Corvette Isn't Always Better
So score it as an ass-whipping at the track by the Corvette and a moral victory for the M3 on our favorite mountain road. But, what was that we said about waxing poetically? Onto the mundane.
The two-person Corvette is inherently less practical than the four-spot M3 coupe, but it doesn't get much better than this in the sports car realm. It's not claustrophobic and the visibility is good. Compared to a Viper, it feels like the Popemobile. Leg- and headroom are generous, and the heated and cooled seats have no trouble accommodating those of the taller persuasion.
The seats themselves, thank the good automotive lord, are now serious seats with actual support and actual body-holding capabilities. Then again, the optional Competition Sport seats are even better, as are those in the M3, but improvement is nevertheless improvement.
And if you're going to drive a car every day, it had better have the latest toys and they better be easy to use. The Corvette and its MyLink system do not disappoint. The customizable touchscreen menu icons are reminiscent of a smartphone, and several well-placed physical buttons and knobs are appreciated. Whether you prefer it to BMW's iDrive boils down to preference.
Then there are the Corvette's optional magnetically adjustable dampers, which shame the M3 when it comes to ride quality. No other car can so thoroughly destroy a race circuit before turning around and coddling its fatigued driver on the interstate journey home. All it takes is the turn of a knob.
Mounting a Comeback
In other words, driving a Stingray every day is totally doable. However, we would still rather have an M3 for such duty.
After driving the Corvette, the M3's comparatively expansive visibility and elevated driving position make the world around you seem closer and less daunting. Getting in and out also doesn't require a membership at Master Vikram's House of Yoga, while the existence of a backseat means you aren't limited to just one friend.
The C7's trunk space in theory can carry around some bulky items not possible in the M3, but the only thing preventing an overnight bag from flying into the cabin or frying in the sun is a pair of ineffective mesh cargo covers. The BMW's traditional, reasonably sized 11.1-cubic-foot trunk is ultimately better.
There is reason to praise the Corvette's cabin. The quality of materials and construction is indeed reflective of its price and performance, and with the LT3's extended leather package, it certainly looks more dramatic than the M3. However, the BMW is without question built to a higher standard. The gap between the two has been reduced monumentally, but it remains.
The Final Tally
Of course, there's also the matter of cost. Even if you ignore the one-of-200, already-sold-out Lime Rock Park Edition that adds an obscene $10,000 to the price (for ostensibly different rims, a flat-bottomed wheel and some orange paint), an equally equipped 2013 BMW M3 with M-DCT and the Competition and Premium packages would hit the register at around $73,000.
The 2014 Corvette Stingray 3LT with Z51 package costs $69,375 and includes equipment the M3 doesn't offer like cooled seats, Pandora radio and a head-up display, not to mention its dual-mode performance exhaust and the magnetic suspension. If we're talking value alone, it's no contest.
Now, perhaps one could argue the M3's greater everyday usability justifies some of that price, or perhaps that the Corvette is just a ridiculous, unparalleled bargain. Perhaps one could also argue that the M3 will be out of production in about 15 minutes, effectively reducing this contest to one between a new Corvette and a used, perfectly reasonably priced BMW M3.
One could argue anything they'd like, but there's absolutely no denying that the 2014 Chevrolet Corvette Stingray is the performance champion here and ultimately the better weekend plaything or extra car in the garage. That's what most people in this segment want, and the Corvette delivers in ways the M3 can't match.
But, in the event you only have room for one car, the 2013 (or any other model year E92) BMW M3 is an impeccably crafted, reasonably practical, sufficiently comfortable daily plaything with the ceaseless ability to thrill on roads both twisting and mundane. Farewell, friend. We'll miss you.
The manufacturers provided Edmunds with these vehicles for the purposes of evaluation.
|Model year||2014 Chevrolet Corvette|
|Year Make Model||2014 Chevrolet Corvette Stingray Z51 2dr Coupe (6.2L 8cyl 7M)|
|Vehicle Type||RWD 2dr 2-passenger coupe|
|Options on test vehicle||Blade Silver Metallic, Custom Sill Plates With Stingray Logo, Preferred Equipment Group ($8,005 -- includes standard equipment; Bose advanced 10-speaker system with bass box; HD Radio with additional 9 months of Sirius/XM Satellite Radio service (1 year total); Memory Package with recall for 2 driver "presets" for 8-way power seat, outside mirrors and tilt-and-telescoping steering column; frameless, auto-dimming inside rearview mirror; Universal Home Remote with garage door opener and three programmable channels (located on driver visor); heated and ventilated driver and passenger seats with power bolster and lumbar; head-up display with color readouts for street mode, track mode with g-meter, vehicle speed, engine rpm; cargo net and luggage shade; theft -deterrent system for body content security and unauthorized electrical entry; body-color, heated, power-adjustable outside mirrors with driver-side auto-dimming; navigation with 3D maps; premium leather-wrapped leather instrument panel, center console and door panels; perforated napa leather seating surfaces), Visible Carbon-Fiber Roof Panel ($1,995 -- includes removable, visible carbon-fiber roof panel with body-color surround), Magnetic Selective Ride Control ($1,795 -- includes Magnetic Selective Ride Control; Performance Traction Management), Dual-Mode Performance Exhaust ($1,195 -- includes dual-mode performance exhaust with additional horsepower, aggressive exhaust sound and 4-inch polished stainless-steel tips ), Carbon-Fiber Interior Appearance Package ($995 -- includes carbon-fiber instrument panel trim), 19" x 8.5" Front and 20" x 10.0" Rear Black Aluminum Wheels ($495), Carbon Flash-Painted Rear Spoiler and Outside Mirrors ($100)|
|Assembly location||Bowling Green, Kentucky|
|North American parts content (%)||100|
|Configuration||Longitudinal, front midengine, rear-wheel drive|
|Engine type||Naturally aspirated, direct-injected V8, gasoline with cylinder deactivation|
|Displacement (cc/cu-in)||6,162cc (376 cu-in)|
|Valvetrain||Pushrod, 2 valves per cylinder, variable intake + exhaust-valve timing|
|Compression ratio (x:1)||11.5|
|Redline, indicated (rpm)||6,500|
|Horsepower (hp @ rpm)||460 @ 6,000|
|Torque (lb-ft @ rpm)||465 @ 4,600|
|Fuel type||Premium unleaded (recommended)|
|Transmission type||Seven-speed manual with automated rev-matching|
|Transmission ratios (x:1)||I=2.97, II=2.07, III=1.43, IV=1.0, V=0.71, VI=0.57, VII=0.48|
|Final-drive ratio (x:1)||3.42|
|Differential(s)||Electronically controlled clutch-type limited slip|
|Suspension, front||Independent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar|
|Suspension, rear||Independent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar|
|Steering type||Electric-assist, speed-proportional, variable-ratio rack-and-pinion|
|Steering ratio (x:1)||17:1 to 12:1|
|Tire make and model||Michelin Pilot Super Sport ZP|
|Tire type||Asymmetrical, high-performance summer performance|
|Tire size, front||P245/35ZR19 89Y|
|Tire size, rear||P285/30ZR20 95Y|
|Wheel size, front||19-by-8.5 inches|
|Wheel size, rear||20-by-10 inches|
|Brakes, front||13.6-inch one-piece ventilated slotted cast-iron discs with four-piston fixed calipers|
|Brakes, rear||13.3-inch one-piece ventilated slotted cast-iron discs with four-piston fixed calipers|
|Track Test Results|
|Acceleration, 0-30 mph (sec.)||1.9|
|0-45 mph (sec.)||2.9|
|0-60 mph (sec.)||4.3|
|0-75 mph (sec.)||6.0|
|1/4-mile (sec. @ mph)||12.4 @ 113.7|
|0-60 with 1 foot of rollout (sec.)||4.1|
|0-30 mph, trac ON (sec.)||2.0|
|0-45 mph, trac ON (sec.)||3.0|
|0-60 mph, trac ON (sec.)||4.4|
|0-75 mph, trac ON (sec.)||6.1|
|1/4-mile, trac ON (sec. @ mph)||12.42 @ 113.96|
|0-60, trac ON with 1 foot of rollout (sec.)||4.1|
|Braking, 30-0 mph (ft.)||25|
|60-0 mph (ft.)||99|
|Slalom, 6 x 100 ft. (mph)||73.5|
|Slalom, 6 x 100 ft. (mph) ESC ON||70.9|
|Skid pad, 200-ft. diameter (lateral g)||1.05|
|Skid pad, 200-ft. diameter (lateral g) ESC ON||1.00|
|Road course lap time (sec.)||84.55|
|Sound level @ idle (dB)||51.8|
|@ Full throttle (dB)||88.8|
|@ 70 mph cruise (dB)||72.2|
|Engine speed @ 70 mph (rpm)||1,500|
|Test Driver Ratings & Comments|
|Acceleration comments||Launch control did a good job of regulating wheelspin, yet it hardly made a difference from a data perspective. A near-bog no-wheelspin run essentially matched it and I beat it by a couple tenths with traction control shut off. I tried various amounts of spin and they all produced shockingly similar and highly consistent results. I did try the no-lift-shift feature and as cool as it is because it's typically forbidden, in reality it is no quicker than my usual shifts. The short gearing forces a 1-2 shift prior to 60 mph and even requires a shift to 4th for the quarter-mile. The Stingray is quick (quicker than C6 base coupe), sounds glorious, but it falls short of OMG-fast. I guess that's what a Z06 and ZR1 will be for.|
|Braking comments||Initially firm pedal feel ends with a little squish at the end of its short travel. The shortest stopping distance occurred on the seventh stop, proving these brakes have plenty of thermal capacity. Straight, steady, no drama.|
|Handling comments||Slalom: After I had dialed in the mode(s) that best suited my preferred feedback and the demands of slalom test (Track, Sport 2), then it became a matter of chipping away at the times with subtle techniques that exploited the car's electronic aids as well as the limits. It's easy to discover the limits and either avoid them or step right over them and file it in the manifest of things the Stingray does or doesn't want to do. I especially appreciated the crystal-clear and highly precise steering, the zippy turn-in, the progressive break-away of the tires and the sophisticated traction control on exit that doesn't merely chop the throttle, but stutters it to maintain momentum and direction. Although I couldn't hear it (like in the Nissan GT-R), I could sense the diff hard at work sorting out which side of the car needed/wanted power at every moment. Immensely capable and highly accessible performance without the C6's vaguely threatening demeanor. Wow. Skid pad: Absolutely nutty amount of grip for a road (not race) car. Steering remains informative and precise despite the tremendous loads. The Stingray will either under- or oversteer at will, which speaks to its impressive balance. With ESC fully on, the throttle fades out right before the car would need more driver involvement (e.g. steering and/or throttle modulation) to go any quicker. It's likely a "civilian" wouldn't even notice this happening at 1g. Impressive.|
|Relative humidity (%)||28.00|
|Barometric pressure (in. Hg)||28.81|
|Wind (mph, direction)||3, headwind|
|Fuel used for test||91 octane|
|As-tested tire pressures, f/r (psi)||30/30|
|EPA fuel economy (mpg)||21 combined/17 city/29 highway|
|Edmunds observed (mpg)||15.9 (20.5 best/worst 12.8)|
|Fuel tank capacity (U.S. gal.)||18.5|
|Driving range (mi.)||536.5|
|Audio and Advanced Technology|
|Stereo description||10-speaker Bose audio system with bass enclosure|
|iPod/digital media compatibility||Generic aux jack, multiple iPod via USB (3)|
|Satellite radio||Standard with 1 year of Sirius included|
|Bluetooth phone connectivity||Standard with phone and audio streaming|
|Navigation system||Optional with traffic, 8-inch display screen (measured diagonally)|
|Telematics (OnStar, etc.)||Standard OnStar|
|Smart entry/Start||Standard ignition/doors/trunk/hatch|
|Parking aids||Standard rearview camera|
|Dimensions & Capacities|
|Curb weight, mfr. claim (lbs.)||3,298|
|Curb weight, as tested (lbs.)||3,443|
|Weight distribution, as tested, f/r (%)||49.8/50.2|
|Track, front (in.)||62.9|
|Track, rear (in.)||61.7|
|Legroom, front (in.)||43.0|
|Headroom, front (in.)||37.9|
|Shoulder room, front (in.)||55.2|
|Trunk volume (cu-ft)||15|
|Bumper-to-bumper||3 years/36,000 miles|
|Powertrain||5 years/100,000 miles|
|Corrosion||6 years/100,000 miles|
|Roadside assistance||5 years/100,000 miles|
|Free scheduled maintenance||2 years/24,000 miles|
|Model year||2013 BMW M3|
|Style||2dr Coupe (4.0L 8cyl 6M)|
|Options on test vehicle||Lime Rock Park Edition Package ($10,000 -- includes dynamic damper control and 19-inch wheels, carbon-fiber body kit, flat-bottom faux suede steering wheel, Fire Orange paint); Premium Package ($4,350 -- includes power-folding mirrors, universal garage door opener, Comfort Access keyless entry, power rear sunshade, power front seats, carbon leather interior trim, rear parking sensors, navigation system, voice controls, real-time traffice); M Double-Clutch Transmission ($2,900); Heated Front Seats ($500); BMW Apps ($250); Gas-Guzzler Tax ($1,300)|
|Drive type||Rear-wheel Drive|
|Engine type||Naturally aspirated, port-injected V8, gasoline|
|Valvetrain||DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing|
|Compression ratio (x:1)||12.0|
|Horsepower (hp @ rpm)||414 @ 8,300|
|Torque (lb-ft @ rpm)||295 @ 3,900|
|Fuel type||Premium unleaded (required)|
|Transmission type||Seven-speed auto-double-clutch manual with console shifter and steering-mounted paddles with Sport/Competition modes|
|Transmission and axle ratios (x:1)||I=4.780, II=2.933, III=2.153, IV=1.678, V=1.390, VI=1.203, VII=1.000, R=4.454, Final=3.15|
|Suspension, front||MacPherson strut|
|Steering type||Speed-proportional power steering|
|Steering ratio (x:1)||12.5|
|Tire model||Pilot Sport PS2|
|Tire type||Performance front and rear|
|Tire size, front||245/35ZR19 93Y|
|Tire size, rear||265/35ZR19 98Y|
|Wheel size||19-by-8.5 inches front -- 19-by-9.5 inches rear|
|Brakes, front||14.2-inch ventilated cross-drilled with single-piston sliding caliper|
|Brakes, rear||13.8-inch ventilated cross-drilled with single-piston sliding caliper|
|Track Test Results|
|Acceleration, 0-30 mph (sec.)||2.3|
|0-45 mph (sec.)||3.5|
|0-60 mph (sec.)||4.9|
|0-75 mph (sec.)||7.4|
|1/4-mile (sec. @ mph)||13.0 @ 109.9|
|0-60 with 1 foot of rollout (sec.)||4.6|
|Braking, 30-0 mph (ft.)||28|
|60-0 mph (ft.)||104|
|Slalom, 6 x 100 ft. (mph)||70.3|
|Skid pad, 200-ft. diameter (lateral g)||0.93|
|Sound level @ idle (dB)||47.4|
|@ Full throttle (dB)||80|
|@ 70 mph cruise (dB)||69|
|Test Driver Ratings & Comments|
|Acceleration comments||Unfortunately the Launch Control wouldn't work on this M3. A very German BMW official told us it's possible the car had reached its "max lifetime launch limit" before it got to us. Without LC or a third pedal, the M3 is hard to get to leave the line cleanly. Going straight from brake to throttle causes a huge hesitation, then it drops the clutch and there's big wheelspin. The alternative is a slow, bogging departure. Our best run was achieved via brake/throttle overlap followed by initially easy throttle as the clutches engage and the car starts to move, then full throttle. We have no doubt there's about three-tenths to be gained with LC or the proper manual. Still, the V8 sounds are glorious and the paddle shifts are superbly quick. It will hold gears to the rev limiter, and the downshift throttle blips are mesmerizing.|
|Braking comments||Extremely firm pedal, though you can't feel a whole lot through the pedal. Only a tiny amount of nosedive, and tires make little noise. No side-to-side movement at all. First stop was 107 feet. Sixth stop (out of 7) was shortest at 104 feet and fifth stop was longest at 109 feet.|
|Handling comments||Slalom: The M3 Lime Rock is incredibly precise, with terrific steering and a communicative chassis. Wherever you point the M3 is exactly where it goes. The stability control system eventually was the limiting factor, although it has impressively high limits. Everything about this car is intuitive; it just feels right, doesn't want to bite you. Skid pad: A fair amount of understeer, but it still keeps a precise line around the arc. We went quickest with ESC turned fully off.|
|Relative humidity (%)||54|
|Wind (mph, direction)||2, cross|
|EPA fuel economy (mpg)||16 combined/14 city/20 highway|
|Edmunds observed (mpg)||15.2|
|Fuel tank capacity (U.S. gal.)||16.6|
|Dimensions & Capacities|
|Curb weight, mfr. claim (lbs.)||3,704|
|Curb weight, as tested (lbs.)||3,595|
|Weight distribution, as tested, f/r (%)||52.1/47.9|
|Track, front (in.)||60.5|
|Track, rear (in.)||60.5|
|Turning circle (ft.)||38.4|
|Legroom, front (in.)||41.8|
|Legroom, rear (in.)||33.7|
|Headroom, front (in.)||38.4|
|Headroom, rear (in.)||36.8|
|Shoulder room, front (in.)||55.3|
|Shoulder room, rear (in.)||51.9|
|Cargo volume (cu-ft)||11.1|
|Bumper-to-bumper||4 years/50,000 miles|
|Powertrain||4 years/50,000 miles|
|Corrosion||12 years/unlimited miles|
|Roadside assistance||4 years/unlimited miles|
|Free scheduled maintenance||4 years/50,000 miles|
|Side airbags||Dual front|
|Head airbags||Front and rear|
|Antilock brakes||Four-wheel ABS|
|Electronic brake enhancements||Braking assist, electronic brakeforce distribution|
|Traction control||Traction control|
|Stability control||Stability control|
|Tire-pressure monitoring system||Tire-pressure monitoring|
|IIHS offset||Not tested|
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