Naturally aspirated, port-injected, inline-4 with auto-stop/start
1,800cc (110 cu-in)
DOHC, 4 valves per cylinder, variable intake-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
98 @ 5,200 (gasoline engine); 36 hp (battery pack); 134 maximum when blended
Torque (lb-ft @ rpm)
105 @ 4,000 (gasoline engine)
Transmission and axle ratios (x:1)
Final-drive ratio: 3.267
Quite Prius-like in acceleration process. Snail-like off the line, with not even a hint of wheelspin. Just barely reaches 5,300 rpm by the end of the quarter-mile mark. All five runs were within 0.05 seconds of each other through the quarter-mile and it didn't matter whether Eco, Normal or Sport modes were selected or whether brake torquing was used at launch. Battery power remained at 1-2 bars down from full charge through the test.
Initial pedal feel is dead, giving way to some firmness toward the end of the travel. Occasional bit of rear locking, which causes a minor amount of tail-wagging from the chassis. Even so, stopping distances were utterly consistent from first stop to fifth, and although pedal feels vauge, it never worsens.
Skid pad: Non-defeat stability control was not a big problem here, although it does cut power at times. Car attitude can be significantly altered with interplay of throttle and computer intervention -- a good thing. Slalom: Though firmer suspension than Lexus HS 250h and Prius, the CT 200h exhibits plenty of body roll. Electric-assist steering has decent-effort weight, but lacks real road feel. Yet the CT has far more dynamic abilities than its speed in slalom suggests because stability control intervenes long before the chassis limits are reached.