DOHC, 4 valves per cylinder, variable intake-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
170 @ 5,700
Torque (lb-ft @ rpm)
177 @ 4,250
Transmission and axle ratios (x:1)
I = 4.04; II = 2.37; III = 1.56: IV = 1.16; V = 0.85; VI = 0.67; Final Drive = 3.87
It has that strange inline-5 sound. Stability control cannot be switched off. It's quickest in Manual mode (although it still shifts for itself at peak rpm), and Drive, Sport and Manual modes all shift at 6,000 rpm. Quick shifts. Power braking allows wheelspin for a quicker start, but it triggers stability control and slows acceleration times. Manual shifting comes via console-mounted lever (pull back for upshift). Does not blip throttle on downshifts. Will not hold gears to rev limiter.
Firm pedal action with short travel. The car tracks straight but there's lots of ABS commotion and the majority of distances were on the long side. First stop was shortest at 123 feet, while longest stop of 132 feet came on fourth of six stops.
Non-defeat ESC. Skid pad: Steering effort is noticeable but not too heavy. Good sense of impending understeer and very little intrusion by stability control, but very poor throttle response. When ESC intrudes, it merely breathes the throttle almost imperceptibly. Good ESC calibration with good vehicle balance. Slalom: Nice crisp turn into corners. Linear yaw reaction and proves neutral in rapid transitions. Predictable responses mean ESC doesn't intrude unless there's a good reason. There might be another 1 mph speed in this car if the ESC didn't intrude, but that's about it. When ESC does kick in, it uses quick, sharp brake applications to keep the nose of the car tucked into the apex of a turn without altering course much. Again, a sophisticated and well-balanced stability control, but throttle response is so poor that we're unable to take advantage.