2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500 on Edmunds.com

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500 Comparison Test

2014 Chevrolet Corvette Stingray Coupe

(6.2L V8 7-speed Manual)

Can Horsepower Really Conquer All?

  • Comparison Test
  • 2014 Chevrolet Corvette Specs and Performance
  • 2014 Ford Shelby GT500 Specs and Performance

About a year ago we found ourselves barreling across the United States in a 2013 Ford Shelby GT500. Along the way we shot hundreds of pictures of the Shelby GT500 along a meandering 3,300-mile route from Atlanta to Los Angeles.

The end game was a meeting with the 2012 Chevrolet Camaro ZL1, a contest between a 662-horsepower 5.8-liter supercharged V8 Mustang and a 580-hp 6.2-liter supercharged V8 Camaro.

Despite an 82-hp advantage, the Shelby did not prevail. The ZL1 Camaro came out on top on the strength of its superior chassis and, to a lesser extent, a lower price.

Now we've got a 2014 Chevrolet Corvette Stingray Z51 lined up against a similar 2014 Ford Shelby GT500. The Stingray's revised 6.2-liter V8 sports a new direct-injection fuel delivery system, but there's nary a supercharger in sight. On any other day its 460 hp and 465 pound-feet of torque would be impressive indeed.

The question comes down to this: Is the new 2014 C7 Corvette good enough to overcome a monstrous power and torque deficit of 202 hp and 166 lb-ft, the approximate output of an entire Scion FR-S?

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

Two of America's Most Expensive Cars
Today's 2014 Ford Shelby GT500 is essentially the same as last year. The 2014 edition carries a base price of $55,595, but our test car has the $3,495 SVT Performance package for the Torsen limited-slip diff, Bilstein two-mode dampers, uprated springs, stabilizer bars and forged wheels. Another $2,995 went for the SVT Track package and its engine, diff and transmission coolers.

Tack on $2,340 for navigation and dual-zone climate control, $1,595 for leather Recaro sport seats and $395 for Ruby Red metallic paint. It adds up to $66,415.

Our 2014 Chevrolet Corvette Stingray Z51 has the Performance Traction Management system and the electronically regulated "eLSD" limited-slip differential. At $54,795 it starts out cheaper than a GT500. The performance exhaust ($1,195) is good for racy sounds and the last 5 hp and 5 lb-ft of torque. Magnetic Selective Ride Control ($1,795) is GM's version of two-mode adaptive damping.

Chevy wants $8,005 for the Preferred Equipment package that adds navigation, an upgraded stereo, head-up display, heated and cooled seats and leather everywhere. Our car also sported $3,090 worth of carbon-fiber dress-up options.

Total damage: $69,375. But if we subtract the superfluous carbon baubles the price falls to $66,285, some $130 cheaper than the Shelby GT500.

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

One Area Where the Mustang Dominates
How's this going to work? At the drag strip, it doesn't. The 2014 Shelby GT500 hustles to 60 mph in 4.1 seconds (3.8 seconds with 1 foot of rollout as on a drag strip) and finishes the quarter-mile in 12.1 seconds. Our 2014 Chevrolet Corvette Stingray hits those marks in 4.3 and 12.4 seconds on the same 91-octane gas.

It's a narrower margin of victory than expected, but the GT500 is on stride at the line, streaking away at 120.6 mph while the Corvette loses ground at 113.7 mph.

We wonder if the Mustang would be more dominant if it wasn't so beefy. At 3,870 pounds, it weighs 427 pounds more than the svelte Corvette. It's also saddled with a tall 3.21 rear end. We suspect the Stingray kept it close on the strength of its trim physique and 3.42 final-drive ratio.

The Corvette gets away with the racier final-drive gearing because it's equipped with a new seven-speed manual transmission, one cog more than the six-speed in the Shelby GT500.

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

And One Area Where the Mustang Falters
In the real world, the Shelby's tall rear end and the six-speed make it a pain to drive slowly in a parking lot. The 'Stang creeps too fast when idling in 1st, and we find ourselves dipping the clutch often to stay out of the shopping carts.

It's also ridiculously easy to stall when motoring away from stop signs. And every press of the clutch is like a membership-free nautilus machine workout. But for just one leg: The GT500 limp we brought home from our cross-country road trip is a real thing.

The Corvette's seven-speed allows for closer gear spacing but it also makes 1st gear more livable. There's no take-off issue, no problem with parking lot creep. And the Stingray's shifter has a lighter and more precise feel than the Ford which, despite the retro-cool shift knob, delivers the sort of wrist workout that only an arm wrestler could love.

The Stingray's fuel economy is far superior, too. There's no doubt that direct injection and a diet loom large here, but the seven-speed doesn't hurt either. The EPA rates the Corvette at 21 mpg combined (17 city/29 highway) and the Shelby GT500 at 18 mpg combined (15 city/24 highway).

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

Here's One Reason Why the Corvette Is Better
We're as tired of harping about the Mustang's solid rear axle as you are of hearing about it, but that vintage hunk of suspension hardware factored in to last year's defeat by the Camaro ZL1. And this time there's a double-whammy in play, because the 2014 Corvette is so damn good in its own right.

Our first drive in Michigan on the Lutzring told us it was something special, and our Corvette Stingray suspension walkaround showed us that some real thought and craft went into its construction. And while the Mustang's Torsen limited-slip differential deserves respect, it can't compete with the eLSD in this new Z51 Corvette.

And the Corvette's outright lightness isn't its only mass advantage; it also has superior balance. The Stingray has 50/50 weight distribution, while 57 percent of the Mustang's mass rides on its front tires, some 2,214 pounds. The Corvette's front end only has to deal with 1,715 pounds, almost exactly 500 less.

You can feel the difference on regular roads at civilian speeds. The Stingray turns with an eagerness that hints at what it is capable of, but it isn't twitchy and it never feels as if it's going to bite if you up the pace. The Mustang will oblige in corners, but it always feels as if it'd be happier if you were in Texas on, say, a cross-country road trip, where corners are bends and they're fewer and farther between.

These impressions come into sharp focus at the track. The Corvette dominates our slalom test: 73.5 mph versus 67.4 mph. It crushes the Mustang around the skid pad, too, 1.05g versus 0.97g. And the Corvette's 99-foot stop is a full 11 feet shorter.

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

Flat-Out on a Racetrack
But single-focus tests don't always tell the whole story, especially since the GT500's acceleration and raw speed advantage (and 202 extra horses) must be factored in. For a more comprehensive test, we head to the Streets of Willow Springs road course.

On the longest straightaway, the Shelby GT500 does indeed outpace the Corvette with a terminal speed of 113.1 mph. But the Stingray is close behind at 112.5 mph.

Turn the steering wheel, however, and it's over. Imagine our skid pad, slalom and braking results and sprinkle them to varying degrees onto the corners of the Streets long course. The Corvette Z51 completes a lap in 1 minute, 24.6 seconds. The Shelby GT500 does it in 1 minute, 27.3 seconds, a drubbing of 2.7 seconds: an eternity for a single lap.

The Stingray is in its element here. It gobbles up apexes and moves on to the next with an eager ease that makes it a joy to drive lap after lap. Test pilot Josh Jacquot put it this way: "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."

The Shelby GT500 is fun, too, but for completely different reasons. Get in the gas too early or too hard with the ESC off and it can get out of shape in a big way. Jacquot had this to say: "You're either tiptoeing or drifting in the GT500, which makes it remarkably rewarding in a slow, Cro-Magnon kinda way. This car isn't about lap times."

Unfortunately, the GT500 isn't about consecutive lap times either, because the extra cooling of the Track Pack option didn't prevent it from going into a reduced power mode one lap after its timed run. Parked with the hood up is not a good look.

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

Corvette Cabin Puts the Mustang to Shame
Other more mundane considerations come to light on the way home. The interior of the Corvette has been vastly improved for 2014, and the cockpit now feels like a true sports car. It's got a well-sorted driving position and supportive seats that don't feel over-bolstered for daily use. The passenger side climate controls are especially clever.

The Shelby GT500, on the other hand, feels like most other Mustangs inside, with a few nicer materials here and there. That's not necessarily bad, but it's clear the money you're spending is being put to use elsewhere. The leather Recaro seats are the best upgrade, and they're an optional extra even at this price.

Either machine is a great choice for the long haul, but the Corvette has the bigger cargo capacity by 1.6 cubic feet. And the Stingray's rigid roof can be removed easily for open-air motoring. You'd have to buy a dedicated GT500 convertible and live with a cloth top all year long if you wanted that capability in the Ford.

2014 Chevrolet Corvette Stingray Z51 vs. 2014 Ford Mustang Shelby GT500

Shelby Name Only Goes So Far
The GT500 does wear the Shelby name, and it's the last one that was on the drawing board while Carroll Shelby was with us. It'll always be special. The new 2014 Corvette Z51 is the base model. It'll be commonplace within months. Even the Z06 or ZR1 variants to come won't have the cachet of the Shelby name or heritage.

At the end of the day, though, the 2014 Ford Shelby GT500 can't make up for what it lacks with mere horsepower. It's a one-of-a-kind machine, a throwback to the hot-rodder's approach to going fast. It hauls ass, but isn't entirely comfortable when the road assumes the shape of its own snake logo.

The 2014 Chevrolet Corvette Stingray Z51 walks away with this one. Coordination, balance and solid engineering really can erase a 202-hp deficit and make us wonder why we'd ever need any more.

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

Model year2014 Chevrolet Corvette
Year Make Model2014 Chevrolet Corvette Stingray Z51 2dr Coupe (6.2L 8cyl 7M)
Vehicle TypeRWD 2dr 2-passenger coupe
Base MSRP$54,795
Options on test vehicleBlade 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)
As-tested MSRP$69,375
Assembly locationBowling Green, Kentucky
North American parts content (%)100
ConfigurationLongitudinal, front midengine, rear-wheel drive
Engine typeNaturally aspirated, direct-injected V8, gasoline with cylinder deactivation
Displacement (cc/cu-in)6,162cc (376 cu-in)
Block/head materialAluminum/aluminum
ValvetrainPushrod, 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 typePremium unleaded (recommended)
Transmission typeSeven-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, frontIndependent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Suspension, rearIndependent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Steering typeElectric-assist, speed-proportional, variable-ratio rack-and-pinion
Steering ratio (x:1)17:1 to 12:1
Tire make and modelMichelin Pilot Super Sport ZP
Tire typeAsymmetrical, high-performance summer performance
Tire size, frontP245/35ZR19 89Y
Tire size, rearP285/30ZR20 95Y
Wheel size, front19-by-8.5 inches
Wheel size, rear20-by-10 inches
Wheel materialAluminum
Brakes, front13.6-inch one-piece ventilated slotted cast-iron discs with four-piston fixed calipers
Brakes, rear13.3-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 ON70.9
Skid pad, 200-ft. diameter (lateral g)1.05
Skid pad, 200-ft. diameter (lateral g) ESC ON1.00
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 commentsLaunch 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 commentsInitially 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 commentsSlalom: 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.
Testing Conditions
Test date8/20/2013
Elevation (ft.)1,121
Temperature (°F)91
Relative humidity (%)28.00
Barometric pressure (in. Hg)28.81
Wind (mph, direction)3, headwind
Odometer (mi.)1,621
Fuel used for test91 octane
As-tested tire pressures, f/r (psi)30/30
Fuel Consumption
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 description10-speaker Bose audio system with bass enclosure
iPod/digital media compatibilityGeneric aux jack, multiple iPod via USB (3)
Satellite radioStandard with 1 year of Sirius included
Bluetooth phone connectivityStandard with phone and audio streaming
Navigation systemOptional with traffic, 8-inch display screen (measured diagonally)
Telematics (OnStar, etc.)Standard OnStar
Smart entry/StartStandard ignition/doors/trunk/hatch
Parking aidsStandard 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
Length (in.)176.9
Width (in.)73.9
Height (in.)48.8
Wheelbase (in.)106.7
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
Seating capacity2
Trunk volume (cu-ft)15
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 maintenance2 years/24,000 miles
Model year2014 Ford Shelby GT500
Year Make Model2014 Ford Shelby GT500 Coupe
Vehicle TypeRWD 2dr 2-passenger Coupe
Base MSRP$55,595
Options on test vehicleSVT Performance Package ($3,495 -- includes Torsen differential with 3.31 axle ratio, 19-by-9.5-inch front and 20-by-9.5-inch rear "Tarnish" painted forged aluminum wheels, upgraded springs and stabilizer bars, unique gear shift knob, SVT-engineered Bilstein cockpit-selectable dampers); SVT Track Pack ($2,995 -- includes external engine oil cooler, transmission cooler with pump, differential cooler with pump); Electronics Package ($2,340 -- includes voice-activated navigation system with single-DVD/CD/MP3 player with DVD audio and video capability, HD radio, internal hard drive for map data and 10GB music storage, dual-zone automatic temperature control, Integrated Sirius Travel Link service, free for the first 6 months); GT500 Recaro Leather Sport Seats ($1,595); Ruby Red Metallic Tinted Clearcoat Paint ($395)
As-tested MSRP$66,415
Assembly locationFlat Rock, Michigan
ConfigurationLongitudinal, front engine, rear-wheel drive
Engine typeSupercharged gasoline V8
Displacement (cc/cu-in)5,812/355
Block/head materialAluminum/aluminum
ValvetrainDOHC, 4 valves per cylinder
Compression ratio (x:1)9.0
Redline, indicated (rpm)7,000
Fuel cutoff/rev limiter (rpm)6,250 (continuous), 7,000 (overrev)
Horsepower (hp @ rpm)662 @ 6,500
Torque (lb-ft @ rpm)631 @ 4,000
Fuel type91 octane minimum, 93 octane required for rated power
Transmission typeSix-speed manual
Transmission ratios (x:1)I=2.66, II=1.82, III=1.30, IV=1.00, V=0.77, VI=0.50
Final-drive ratio (x:1)3.31
Differential(s)Torsen limited-slip
Suspension, frontIndependent MacPherson struts, coil springs, Bilstein selectable monotube dampers, hollow stabilizer bar
Suspension, rearThree-link solid axle with Panhard rod, coil springs, Bilstein selectable monotube dampers, stabilizer bar
Steering typeElectric-assist, speed-proportional rack-and-pinion steering
Steering ratio (x:1)15.7
Tire make and modelGoodyear Eagle F1 Supercar
Tire typeAsymmetrical and directional, summer high-performance
Tire size, frontP265/40ZR19 98Y
Tire size, rearP285/35ZR20 92Y
Wheel size, front19-by-9.5 inches
Wheel size, rear20-by-9.5 inches
Wheel materialForged aluminum
Brakes, front15-inch one-piece ventilated cast-iron discs with six-piston fixed calipers
Brakes, rear13.8-inch one-piece ventilated cast-iron discs with single-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)2.1
0-45 mph (sec.)3.1
0-60 mph (sec.)4.1
0-75 mph (sec.)5.7
1/4-mile (sec. @ mph)12.1 @ 120.6
0-60 with 1 foot of rollout (sec.)3.8
0-30 mph, trac ON (sec.)2.2
0-45 mph, trac ON (sec.)3.3
0-60 mph, trac ON (sec.)4.3
0-75 mph, trac ON (sec.)5.8
1/4-mile, trac ON (sec. @ mph)12.2 @ 121.8
0-60, trac ON with 1 foot of rollout (sec.)4.0
Braking, 30-0 mph (ft.)27
60-0 mph (ft.)110
Slalom, 6 x 100 ft. (mph)67.4
Slalom, 6 x 100 ft. (mph) ESC ON66.8
Skid pad, 200-ft. diameter (lateral g)0.97
Skid pad, 200-ft. diameter (lateral g) ESC ON0.97
Road course lap time (sec.)87.26
Sound level @ idle (dB)56.6
@ Full throttle (dB)82.8
@ 70 mph cruise (dB)69.3
Engine speed @ 70 mph (rpm)1,450
Test Driver Ratings & Comments
Acceleration commentsOld-school cubic inches and a blower are tough to beat. Launch control only offers selections between 3,000 and 4,500 rpm, which we found too high for an optimal get-away. Wheelspin feels fairly regulated, but in reality it's excessive and eliminates the possibility of holding 1st gear to 60 mph -- which is otherwise possible. It's pretty easy to beat the system on our track by turning off traction control completely. First gear is tall and the clutch engagement is at the top of the pedal stroke, so it's a little tricky from a stop in daily use but works well in anger. Short-throw shifter is heavy and favors a deliberate shifting technique. No heat soak despite hot weather on our test day.
Braking commentsRemarkably consistent stopping distances and lack of fade. Medium-firm pedal with sharp initial bite, but easy modulation thereafter. Some dive, but no wiggle or wander here. Solid performance.
Handling commentsSlalom: After a tank-slapping first run with the dampers in the "firm" setting, I discovered (as is typically the case) that the softer, more compliant standard setting worked better. I used the Sport steering setting, which I liked quite a lot because it isn't heavy for heavy's sake and remains precise. At the limit, there's a whiff of understeer, but a quick breathe off the throttle tucks the nose in. The ESC is pretty lenient in Track mode and intervenes sparingly, so it's not much of a hindrance. Skid pad: Pretty heavy understeer around the circle. The lift-stab technique I used through the slalom in Track mode doesn't work here in this comparatively low-speed steady-state maneuver. Full ESC-on laps provided identical results, which suggests a good calibration.
Testing Conditions
Test date8/20/2013
Test locationAuto Club Speedway
Elevation (ft.)1,121
Temperature (°F)87
Relative humidity (%)34
Barometric pressure (in. Hg)28.84
Wind (mph, direction)3.0, headwind
Odometer (mi.)4,253
Fuel used for test91 octane
As-tested tire pressures, f/r (psi)35/35
Fuel Consumption
EPA fuel economy (mpg)18 mpg combined (15 city/24 highway)
Edmunds observed (mpg)15.3
Fuel tank capacity (U.S. gal.)16.0
Audio and Advanced Technology
Stereo descriptionEight-speaker Shaker audio system with AM/FM stereo, single-CD/DVD MP3 player, HD radio (comes with Navi)
iPod/digital media compatibilityStandard USB jack, iPod (via USB jack), Bluetooth streaming audio, generic aux jack, integrated Pandora and iHeartRadio smartphone app support
Satellite radioStandard Sirius with 6-month trial subscription
Hard-drive music storage capacity (Gb)10.0
Bluetooth phone connectivityStandard
Navigation systemOptional, comes with SiriusXM Traffic and TravelLink trial subscription (6 months)
Telematics (OnStar, etc.)Sync 911 assist via connected mobile phone
Smart entry/StartStandard ignition/doors/trunk/hatch
Parking aidsStandard rearview camera
Blind-spot detectionNot available
Adaptive cruise controlNot available
Lane-departure monitoringNot available
Collision warning/avoidanceNot available
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,850
Curb weight, as tested (lbs.)3,870
Weight distribution, as tested, f/r (%)57/43
Length (in.)189.4
Width (in.)73.9
Height (in.)55.1
Wheelbase (in.)107.1
Track, front (in.)61.9
Track, rear (in.)62.5
Turning circle (ft.)37.0
Legroom, front (in.)42.4
Legroom, rear (in.)29.8
Headroom, front (in.)38.5
Headroom, rear (in.)34.7
Shoulder room, front (in.)55.4
Shoulder room, rear (in.)47.8
Seating capacity4
Step-in height, measured (in.)15.1
Trunk volume (cu-ft)13.4
Cargo loading height, measured (in.)33.0
Ground clearance (in.)4.7
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/60,000 miles
Corrosion5 years/Unlimited miles
Roadside assistance5 years/60,000 miles
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