Comparison Test: 2008 Mitsubishi Lancer Evo MR vs. 2009 Pontiac G8 GXP

  • 2009 Mitsubishi Lancerevo Picture

    2009 Mitsubishi Lancerevo Picture

    You can try to come up with reasons why these cars shouldn't be compared, but they'll all be too late because we already did. | September 15, 2009

36 Photos

The Faster Master Meets Fast Bastard

  • Comparison Test
  • Top 6 Features
  • Final Rankings and Scoring Explanation
  • Second Opinion
  • 2008 Mitsubishi Lancer Evolution Specs and Performance
  • 2009 Pontiac G8 Specs and Performance

We're playing follow-the-leader in the 2008 Mitsubishi Lancer Evolution MR and the 2009 Pontiac G8 GXP. At the word "go," the heavy-lidded gaze of the G8's front fascia suddenly swells up in the Evo's rearview mirror. The sound of a rip-snorting V8 gains urgency before crowding and then finally overwhelming the Evo's tepid turbocharged whoosh as the G8 elbows its way past the Mitsubishi on the road.

It's a troubling moment for the Evo. Here's an icon that has earned a reputation for slaying giants and it's getting smoked by a Pontiac, of all things. A freakin' Pontiac. Evolution, indeed — it needs to mutate into something that has another 85 horsepower if it is to stand a chance against this GXP right now.

A New Flavor of Alphabet Soup
What was that? A comparison test involving an Evo and the other car isn't a Subaru? Life's full of surprises. Get a helmet.

Forget about the Evo's natural rival, the Subaru WRX STI. Pontiac's V8-powered rear-wheel-drive GXP boasts not a single scrap of rally breeding, yet shares its mission of versatile performance with the Evo in a way the STI cannot. For example, both the G8 GXP and the Lancer Evolution MR are very high-performance cars that can be had with some kind of automatically shifting gearbox.

Here's your comparison: These are simply the most user-friendly overachieving sedans available for $40 grand.

The Lowdown
Consider for a moment that the G8 GXP is the most powerful Pontiac ever built, including all those Firebirds with halitosis-spewing poultry on their hoods. Don't burn your Burt Reynolds posters, though. This four-door sedan promises to continue the Trans Am's legacy of high performance.

For starters, the Corvette's 6.2-liter LS3 pushrod V8 is stuffed into the GXP's engine bay, and it generates 415 horsepower and 415 pound-feet of torque, an amount just slightly less stonking than in the Chevy. A six-speed automatic transmission comes as standard equipment. Yes, you pay more for the optional six-speed stick. The original Bandit had a slushbox, too. Coincidence?

Options are few for the GXP. Aside from the manual gearbox (which this car lacks), there's a $900 sunroof (which this car wears). Otherwise, it's no different from the stick-equipped GXP we recently tested, from the suspension upgrades to its limited-slip differential. The GXP's final price is yet to be announced, but hints from the Pontiac peeps have us pretty confident in our $40,895 estimate, including destination.

The Lancer Evolution MR is powered by the same 291-horsepower turbocharged inline-4 found in all Evos. Its six-speed TC-SST dual-clutch automated gearbox is the sole transmission choice in the MR, and our test car (plucked from our fleet of long-term test cars) has been optioned with fancy Phantom Black paint and the Technology package, which includes navigation, premium audio and satellite radio. Its price with destination totals $41,785.

Technology Can Bite
Time has been kind to our long-term Evo, because even with 6,000 miles on the clock, it's quicker than when we first tested it in July. It now tackles 60 mph in 5.4 seconds (5.1 seconds with 1 foot of rollout like on a drag strip) and runs the quarter-mile in 13.8 seconds at 99.7 mph. These results better its earlier performance by a few tenths, suggesting perhaps that its turbocharged 2.0-liter four-cylinder engine benefits from a few thousand miles of hard driving.

For all the ballyhoo about automated manual transmissions, the MR's TC-SST gearbox really hamstrings the Evo when it comes to catapulting forward from a standstill. Revs are limited by the engine controller to only 3,200 rpm when you're two-pedaling it on the starting line, which are too few revs to fully exploit the massive traction of the car's all-wheel-drive system.

What's more, if you do a few launches using this two-pedal technique, brake-torquing the car, the clutch pack soaks up enough heat to make the Evo belch up an electronic white flag, and it goes into self-protection mode until things can cool off. A Pro Stock drag car it is not.

Shattering Preconceptions
The G8 GXP, on the other hand, could do burnouts all day. Sure, its six-speed autobox doesn't have the sophistication of the Evo's dual-clutch affair, but the flip side is that it is also simpler. Heat doesn't enter the equation unless we're talking about the pavement that's liquefying beneath the rear meats during the GXP's 4.9-second sprint to 60 mph (4.6 seconds with 1 foot of rollout like on a drag strip).

And although the Pontiac out-flabs the Evo by nearly 400 pounds when you compare curb weight (4,049 pounds for the GXP and 3,658 pounds for the Evo MR), the big American sedan kills the quarter-mile some 0.7 second quicker than the all-wheel-drive upstart, blasting the 1320 in 13.1 seconds at 107.6 mph. Bye, bye, Evo.

When you lay into the throttle in the GXP, you don't get whacked in the chest by the force of acceleration, yet the speedo needle swings across the dial as if propelled by an irresistible magnetic force and the transmission's tall gearing makes the sensation seem endless.

When we got the keys to the GXP, the Pontiac guys casually mentioned that a GXP equipped with the automatic will out-accelerate the version with a manual transmission. Something about launching better, but we were too distracted by the GXP's good looks to remember the particulars. Sure enough, this performance by the autobox-equipped GXP trumps even the manual-transmission version we tested.

But don't go thinking the GXP is some one-dimensional muscle car. Our testing shows the G8 GXP's best stop from 60 mph to be 108 feet, compared to 113 feet in the Evo.

What's more, the G8 offers superior practicality. Its trunk volume is positively huge compared to the Evo's puny offering, and while rear-seat passengers fit well in the Evo, there's much more legroom in the G8. The Evo's cabin has shed the dime-store furnishings of previous iterations and now has a bit more style than even the G8. Still, the Mitsubishi's cabin echoes with a hollow boom on the road compared to the G8's interior, and the driving position is really hurting for a telescoping steering wheel.

Measured on the respective merits of these cars so far, things aren't looking so good for the Mitsubishi.

And Then the Road Curves
The G8 has breezed ahead of the Evo at this point. But since we're not the kind to give up easily, we're still hard on the gas in the Evo as we chase the G8 GXP. Then the first series of turns approaches.

From turn-in to midcorner to track-out, the Evo claws back big chunks of ground from the Pontiac's lead. Quickly the realization settles in that it's not just the Evo's heroic mechanical grip that plays to its favor. You also have a terrific sense of what the Mitsu's chassis is up to, since the steering is immediate and unfiltered in its communication. In no time you are slithering the Evo at its limits in full command of its cornering trajectory.

Now that we're away from the drag strip, the dual-clutch transmission's brilliance emerges. It snaps off gearchanges with decidedly more finesse and responsiveness than the GXP's six-speed automatic, and further offers multiple shift strategies in both automatic and manual modes. The GXP's traditional slushbox is a stone axe in comparison.

Leveraging Its Assets
A few turns later, the Evo noses past the G8. Open tarmac lies ahead, revealing a sequence of switchbacks. As we approach, the Evo's torque-transfer all-wheel-drive magic enhances the car's playfulness and promotes a neutral balance in the corners that can be adjusted with the throttle or a dab of left-foot braking. It's easy to place the Evo where you want it, and the traction of the all-wheel-drive system lets you reapply the throttle early and deeply as you hit the apex.

The Evo's 69.7-mph slalom run handily stuffs the GXP's 63-mph performance, and could have been better if its all-wheel-drive system had faster reflexes. In these circumstances, more of the Evo's performance envelope can be used more of the time, so one turn seems to flow naturally into the next. The Mitsubishi is simply faster and more engaging in these conditions than the GXP.

And it's not as though the GXP can't find its way through a chicane. Despite its size and weight, this G8 is a genuine sport sedan. Grip at the front is surprisingly tenacious, and the car's long wheelbase ensures that rotation toward the corner's apex is progressive. The chassis is terrifically solid — think BMW, not Buick. It's obvious that a lot of engineering sweat went into making this car hide its weight so well when driven in anger yet ride with such comfortable fluidity.

But the GXP's steering is deaf and mute compared to the Evo's, and its steering wheel is too large and pockmarked with odd tumors around its rim. The automatic transmission is also all wrong for this kind of open-road driving. And grip? At 0.95g for the Evo to the GXP's 0.87g, it's game, set and match. The tighter the road, the farther ahead the Evo pulls.

Sealing the Deal
Surprisingly, the Evo MR is the better-equipped of these two cars, overturning the notion that rally replicas are for masochists. In addition to the aforementioned all-wheel-drive and the automated manual gearbox, the Evo offers a navigation system with a 30GB hard drive as well as keyless ignition. The Evo's seats are a hundred times more supportive than the GXP's wider-is-better affairs, and the Mitsubishi's shift paddles on the steering column are made for full-throttle driving. Details like this make the Evo even more convincing as a driver's car. As a result, the Evo MR has a substantial edge over the GXP in this portion of our test scoring. And it turns out that this edge is enough to seal the deal.

The Pontiac G8 GXP does more than politely ask to be invited into the sport sedan mixer; it kicks the door in. Sure, it lays waste to the Evo in any contest of acceleration, but it's more than simply quick. Instead the G8 GXP is well-rounded in a way that carves out a special spot in the hierarchy of drivers' cars. Of course, even though the G8 GXP is quicker and cheaper with an automatic transmission than it is with a manual, you should still get the stick, as the auto just shaves too much man-burger from the LS3 V8's hairy chest in terms of driving satisfaction.

That it takes a car as good as the Evo to best the G8 GXP is a testament to what GM has accomplished with this Pontiac. The Evo MR is a car that has a high level of technological sophistication, and while an artificial test-track environment proves frustrating, a more complex driving environment like an imperfect road course reveals the Evo's organic approach to performance. The bits harmonize into a cohesive whole to decisive effect. Not only is the 2008 Mitsubishi Lancer Evo MR the more capable handler here, it has precision and tactility that the 2009 Pontiac G8 XP can't touch.

The Evo MR isn't about the numbers. It's about an amply equipped package which delivers a complete driving experience that's accessible to everyone. And that's why the Mitsubishi Lancer Evolution MR wins this comparison test.

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

In comparison tests like this one where there is very little difference in as-tested pricing, feature content can describe what buyers can expect for their money. And when it comes to performance sedans, feature content can influence the purchase decision. We picked features we think are relevant to the average buyer.

Features

Features
2008 Mitsubishi Lancer Evolution MR 2009 Pontiac G8 GXP
All-wheel drive S N/A
Keyless entry/ignition S N/A
Navigation with hard drive O N/A
Satellite radio O S
Shift paddles S N/A
Sunroof N/A O

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

All-wheel drive: Putting power through all four wheels makes a car more capable in any kind of driving situation. It's the only way you can have your Evo and is not offered on the G8 GXP.

Keyless entry/ignition: Walk up, open the door, turn the ignition and go. No fumbling with keys at all. This is not offered on the GXP.

Navigation with hard drive: The Evo's Technology package includes a navigation system and a 30GB hard drive which allows you to store and organize your tunes. Not offered on the GXP.

Satellite radio: If you take long trips, this can save your sanity — no commercial breaks and you can listen to the same channel anywhere in the nation. It's optional on the Evo and comes standard on the GXP.

Shift paddles: Ease of gear selection is a boon for fast driving or for engine braking when crawling through traffic. The Evo has paddles on the steering column to facilitate gearchanges. Paddles are not available on the GXP.

Sunroof: The GXP offers one; the Evo does not.

Final Rankings

Final Rankings
Item Weight 2008 Mitsubishi Lancer Evolution MR 2009 Pontiac G8 GXP
Personal Rating 2.5% 100.0 50.0
Recommended Rating 2.5% 50.0 100.0
Evaluation Score 25% 76.4 75.5
Feature Content 15% 72.2 27.8
Performance 25% 84.7 82.2
Fuel Consumption 5% 100.0 88.2
Price 25% 97.8 100.0
Total Score 100.0% 84.3 76.8
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 (25%): Each participating editor ranked each 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 (15%): For this category, the editors picked the top 6 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. Standard and optional equipment were taken into consideration.

Performance Testing (25%): Instrumented testing included acceleration from zero to 60 mph, braking from 60 to zero mph, lateral acceleration (grip) on a 200-foot-diameter skid pad, and slalom.

Fuel Consumption (5%): Fuel consumption is a minor purchase motivation among performance-oriented vehicles such as these, so this category was weighted lightly. Using EPA combined fuel-economy ratings as the basis for comparison, we awarded a score of 100 percent to the more fuel-efficient vehicle. The less efficient vehicle was scored proportionally based on how close it came to the better-performing vehicle's fuel consumption.

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 costs.

Chief Road Test Editor Chris Walton says:
Rumble or whoosh. That's essentially what it boils down to for me. There was a time when I would've sold my girlfriend for the 415-horsepower Pontiac G8 GXP...back in 1984, when I was driving a 1969 AMC Javelin SST with the "Go Package." (For those who care about such things, it was the lowly "343" and not the stonking "390," but it was still a pretty stout performer.)

Don't get me wrong. I like the G8, especially this GXP version and the big motor (but with the manny-tranny). It makes all the right sounds, looks the part and, in my universe, represents what would've been the natural progression of the quintessential American Muscle Sedan. Had it not been for the unfortunate automotive landscape in the 1970s and 1980s, this car would've, could've and should've arrived here in 1990. The headlines would've read, "Best sedan in the world, bar none!" Check the calendar, my friends, and this American car owes its existence to the GM boys Down Under. Good on ya, mates.

But the Evo MR is unquestionably the more sophisticated piece of engineering. "More to go wrong," you say. "Nay," I say. This car owes its existence to the World Rally Championship. Ever seen the Rally of Acropolis (dirt and rocks), Monaco (narrow tarmac streets) and Finland (snow)? It's designed to do it all, and withstand it all. The computerized all-wheel-drive Evo is fast, nimble, tough, and it's this generation's muscle sedan. The rumble of the V8 has been replaced by the whoosh of a twin-scroll turbo in my heart.

Still, it was nice to visit my adolescence and listen to the GXP's V8 and "Men Without Hats" on satellite radio.

Vehicle
Model year2008
MakeMitsubishi
ModelLancer Evolution
StyleMR 4dr Sedan AWD (2.0L 4cyl Turbo 6AM)
Base MSRP$38,985
Options on test vehicleTechnology Package, Premium Paint Charge - Phantom Black
As-tested MSRP$41,785
Drivetrain
Drive typeAll-wheel drive
Engine typeTransverse inline-4
Displacement (cc/cu-in)1,998 (122cu-in)
Block/head materialAluminum / Aluminum
ValvetrainChain-driven double overhead camshaft and 4 valves per cylinder with variable intake and exhaust timing
Compression ratio (x:1)9.0:1
Redline (rpm)7,000
Horsepower (hp @ rpm)291 @ 6,500
Torque (lb-ft @ rpm)300 @ 4,400
Transmission type6-speed automated manual
Transmission and axle ratios (x:1)1st 3.655; 2nd 2.368; 3rd 1.754; 4th 1.322; 5th 1.008; 6th 0.775; FD 4.062
Chassis
Suspension, frontIndependent, inverted MacPherson struts, coil springs and stabilizer bar
Suspension, rearIndependent, multilink, coil springs and stabilizer bar
Steering typeSpeed-sensitive hydraulically-assisted power steering
Steering ratio (x:1)13.3:1
Tire brandYokohama
Tire modelAdvan A13c
Tire typeSummer
Tire size, frontP245/40R18 93Y
Tire size, rearP245/40R18 93Y
Wheel size18-by-8.5 front - 18-by-8.5 rear
Wheel materialForged aluminum alloy
Brakes, front350mm two-piece ventilated discs with 4-piston calipers
Brakes, rear330mm ventilated discs with 2-piston calipers
Track Test Results
0-45 mph (sec.)3.6
0-60 mph (sec.)5.4
0-75 mph (sec.)8
1/4-mile (sec. @ mph)13.8 @ 99.7
0-60 with 1 foot of rollout (sec.)5.1
Braking, 30-0 mph (ft.)29
60-0 mph (ft.)113
Slalom, 6 x 100 ft. (mph)69.7
Skid pad, 200-ft. diameter (lateral g)0.95
Sound level @ idle (dB)46.7
@ Full throttle (dB)77.1
@ 70 mph cruise (dB)69.9
Test Driver Ratings & Comments
Acceleration commentsThe launches were all less than optimal since I had to cool the transmission every other run. It would go into its "SLOW-DOWN" self protection mode where it disengages the transmission when being held against the brakes. Also, it'd only allow a 3,200-rpm (and no higher) launch, unlike before where it'd tach up to ?5,500 rpm.
Braking ratingVery Good
Braking commentsHighly fade-resistant braking runs, all tightly grouped around 113-114 feet. Good initial bite and firm pedal from start to finish.
Handling ratingExcellent
Handling commentsSkid pad: I love how the Evo can hang the rear end out all the way around the skid pad. Virtually no change in steering angle is required; only throttle manipulation is needed to alter course. Too cool. Slalom: Crazy-quick turn-in takes some getting used to -- I whacked a bunch of cones on the first two attempts. I still feel the AYC is a half-beat too slow to react in the slalom as it's still providing rotation for cone #3 as cone #4 approaches, and so on. All is forgiven, however, as it does a WOT exit like the rally-bred car that it is.
Testing Conditions
Elevation (ft.)1.4 mph South
Temperature (F)44.40%
Wind (mph, direction)2.1
Fuel Consumption
EPA fuel economy (mpg)17 City/22 Highway
Edmunds observed (mpg)67.9
Fuel tank capacity (U.S. gal.)14.5
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,594
Curb weight, as tested (lbs.)3,658
Weight distribution, as tested, f/r (%)56.4/43.6
Length (in.)177
Width (in.)71.3
Height (in.)58.3
Wheelbase (in.)104.3
Track, front (in.)60.8
Track, rear (in.)60.8
Turning circle (ft.)38.7
Legroom, front (in.)42.5
Legroom, rear (in.)33.3
Headroom, front (in.)40.6
Headroom, rear (in.)36.9
Shoulder room, front (in.)54.7
Shoulder room, rear (in.)54.3
Seating capacity5
Cargo volume (cu-ft)6.9
Warranty
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/60,000 miles
Corrosion7 years/100,000 miles
Roadside assistance5 years/Unlimited miles
Free scheduled maintenanceNot available
Safety
Front airbagsStandard
Side airbagsStandard dual front
Head airbagsStandard front and rear
Knee airbagsDriver Only
Antilock brakes4-wheel ABS
Electronic brake enhancementsElectronic brakeforce distribution
Traction controlStandard
Stability controlStandard
Tire-pressure monitoring systemTire-pressure monitoring
Emergency assistance systemNot available
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
Vehicle
Model year2009
MakePontiac
ModelG8
StyleGXP 4dr Sedan (6.2L 8cyl 6A)
Base MSRP$37,610 (estimated)
Options on test vehicleSunroof
As-tested MSRP$40,895 (estimated)
Drivetrain
Drive typeRear-wheel drive
Engine type90-degree V8
Displacement (cc/cu-in)6,162 cc (376 cu-in)
Block/head materialAluminum/Aluminum
ValvetrainPushrod-actuated 2-valves per cylinder
Compression ratio (x:1)10.7:1
Redline (rpm)6,600
Horsepower (hp @ rpm)415 @ 5,900
Torque (lb-ft @ rpm)415 @ 4,600
Transmission type6-speed automatic
Transmission and axle ratios (x:1)1st 4.03; 2nd 2.36; 3rd 1.53; 4th 1.15; 5th 0.85; 6th 0.67; FD 3.27
Chassis
Suspension, frontIndependent, MacPherson struts, coil springs and stabilizer bar
Suspension, rearIndependent, multilink, coil springs and stabilizer bar
Steering typeSpeed-proportional power steering with hydraulic assist
Tire brandBridgestone
Tire modelPotenza RE050a
Tire typeSummer
Tire size, frontP245/40R19 94W
Tire size, rearP245/40R19 94W
Wheel size19-by-8 front - 19-by-8 rear
Wheel materialPolished alloy
Brakes, front355 x 32mm ventilated disc with 4-piston fixed calipers
Brakes, rear324 x 22mm ventilated disc with 1-piston sliding calipers
Track Test Results
0-45 mph (sec.)3.4
0-60 mph (sec.)4.9
0-75 mph (sec.)7
1/4-mile (sec. @ mph)13.1 @ 107.6
0-60 with 1 foot of rollout (sec.)4.6
Braking, 30-0 mph (ft.)28
60-0 mph (ft.)108
Slalom, 6 x 100 ft. (mph)63
Skid pad, 200-ft. diameter (lateral g)0.87
Sound level @ idle (dB)50.4
@ Full throttle (dB)80.8
@ 70 mph cruise (dB)69.4
Test Driver Ratings & Comments
Acceleration commentsA pretty well-sorted traction control system allows for some tire chatter in default Drive mode with ESP/traction control on. However, it was fairly easy to improve on the times with ESP/traction control off. Brake-torquing to 1,500 rpm and releasing produced a little more wheelspin that proved useful. First to 2nd, and 2nd to 3rd upshifts were far quicker than 3rd-4th, which felt like a hole in the gear spacing.
Braking ratingVery Good
Braking commentsGood, not great brakes. So-so initial bite, but once ABS was fully engaged, the G8 slowed rapidly. Moderate fade resistance and moderate pedal effort. Strange transmission calibration felt as if it was still in 3rd gear after the stop and I began to drive away. Not so in Sport Drive, however.
Handling ratingAverage
Handling commentsSkid pad: Impressive front-end grip but little info from the steering itself. Could almost get the rear end to step out slightly but not quite. Rather large disparity between clockwise and counterclockwise runs (0.85 vs 0.89g). Would be easy to drift if we were allowed to do so here. Slalom: As with every G8 we've tested, this one requires the slow-in, fast-out technique to keep the pendulum of oversteer at bay. I like having ample power and decent front grip to save the day at the end of a wild run.
Testing Conditions
Elevation (ft.)1,121
Temperature (F)67.9
Wind (mph, direction)1.4 mph South
Fuel Consumption
EPA fuel economy (mpg)14 City/20 Highway (estimated)
Fuel tank capacity (U.S. gal.)19
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)4,050
Curb weight, as tested (lbs.)4,049
Weight distribution, as tested, f/r (%)52.7 / 47.3
Length (in.)196.1
Width (in.)74.8
Height (in.)57.7
Wheelbase (in.)114.8
Track, front (in.)62.7
Track, rear (in.)63.3
Turning circle (ft.)37.4
Legroom, front (in.)42.2
Legroom, rear (in.)39.4
Headroom, front (in.)38.7
Headroom, rear (in.)38
Shoulder room, front (in.)59.1
Shoulder room, rear (in.)59.1
Seating capacity5
Cargo volume (cu-ft)17.5
Max. cargo volume, seats folded (cu-ft)17.5
Warranty
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/100,000 miles
Corrosion6 years/100,000 miles
Roadside assistance5 years/100,000 miles
Free scheduled maintenanceNot available
Safety
Front airbagsStandard
Side airbagsStandard dual front
Head airbagsStandard front and rear
Knee airbagsNot available
Antilock brakes4-wheel ABS
Electronic brake enhancementsBraking assist, electronic brakeforce distribution
Traction controlStandard
Stability controlStandard
Tire-pressure monitoring systemTire-pressure monitoring
Emergency assistance systemNot available
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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