From the September 1994 issue of Car and Driver.
Since our last comparison of mid-market family four-doors just 14 months ago, the invisible hand of competition has yanked the covers off four new models. Time for another test.
The average new car sells for nearly $20,000 these days. So we’ve set that as our price ceiling; what can we get for 20 grand?
Tournament rules apply. All four of the new models are invited. They go up against the top two scorers from the previous games, the second-place Dodge Intrepid and the first-place Toyota Camry. The newcomers include the reskinned and reengineered Chevrolet Lumina; a fresh Honda Accord now approximately one year into its four-year cycle; the new Subaru Legacy just now appearing at dealerships as a 1995 model; and the only one of the six not assembled in North America, the Hyundai Sonata, which is built in Ulsan, South Korea.
While there are numerous personal reasons for considering the Ford Taurus, the Mazda 626, the Mitsubishi Galant, and the Nissan Altima, these cars were clearly outpointed in the previous comparison. Because they’ve not changed significantly since, we’re not including them here.
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Our minimum-equipment requirements, we hope, will mirror yours: automatic transmission, an airbag for the driver, and anti-lock brakes. Convenience equipment is welcome, of course, but keep the price under 20 large.
If you think of price as a headwind against which all automakers must struggle, it’s clear that some are falling behind others. Years ago, Japanese imports were cheaper than domestics. Now it’s the other way around. The Chevrolet Lumina is a big car with lots of equipment, yet the Bright White example tested here lists for $1302 less than the Honda Accord LX and $1743 less than the frugally equipped Toyota Camry DX.
Chevrolet has the sharpest pricing pencil of this group. Even the Hyundai from low-wage Korea seems to have no clear advantage. True, the Hyundai here is a top-of-the-line GLS model equipped with an impressive-sounding CD player, but the well-appointed Lumina with a cassette player underpriced it by $1281.
If there is a clear loser in the price struggle—besides the consumer, of course—it’s Toyota. As recently as 1991, Toyota had a Camry model priced under the cheapest Honda Accord. No more. Now, a bottom-line Camry, naked but for automatic, ABS, and A/C, is bumping its head on 20 grand, while a nicely equipped Accord LX stickers for $500 less.
Price is, as they say, the bottom line, and it significantly influenced our ratings, as you will soon see.
Still, it’s not the only line. Far from it. The family sedan, more than any other model on the market, has to deliver on a lengthy list of conflicting expectations. You want performance and economy; large capacity and maneuverable size; plush interior and garden-hose washability. Daunting as that sounds, carmakers around the world are making big strides toward doing it all. And maintaining distinctive personalities, too. The flavors here range from all-around athletes to easy riders. Yet each is so good at its particular approach to family hauling that our Overall Ratings cluster them all within ten points.
Enough generalities. Let’s cut to the details.
6th Place: Chevrolet Lumina
This Chevy specializes in Mosts. It delivers the most equipment for the money: power locks, seats, and windows; remote door locks; and GM’s PASS-Key II theft-deterrent system, which prevents the engine from starting until the car’s own ignition key is recognized electronically. The interior provides the most seating positions, with belts for six passengers. And the engine delivers the most performance in our passing and quarter-mile acceleration tests.
The passenger compartment also comes through with the most silence and the most harsh-free ride.
Unfortunately, these mosts on the positive side are thoroughly offset by another most; this is the group’s most fun-free car to drive. The front bench represents the worst of two worlds—too soft for good support, yet lumpy (the sewn details in the covers read right through the seats of our pants). The steering requires unnecessarily high effort. Stopping distances are longest. And real-world handling is uncooperative. Tire grip is fine on the smooth skidpad. But when the road turns wavy/bumpy, the Lumina bounds up and down on its suspension, eliminating all possibility of confident path control.
This is a big car, 200.9 inches long, just 0.8 inch shorter than the Dodge Intrepid, yet its trunk-hauling capacity is comparable to that of the 180.9-inch Subaru Legacy, smallest of the group, both in number of grocery bags and in number of beer cases. The Lumina’s rear seat doesn’t fold forward to open a passage to the trunk, either. So this car’s long-object capacity is the most limited of the group.
Although six passengers will find enough seatbelts, comfort is another matter. The rear-seat cushions are too short and low for good thigh support, and headroom back there is marginal for six-foot adults.
The driver’s sense of this new Lumina is much improved over the old one. The instruments are easy to see now, the small controls require only a short reach, and finally, they respond to your inputs with silky finesse. Unfortunately, there’s no footrest for your left foot; even worse, the floor is uncomfortably contoured in that spot.
HIGHS: Like a smorgasbord: you get a lot for the money, including top-rung performance.
LOWS: Orange-peel paint, uncertain handling, no fun to drive.
VERDICT: A passenger car more than a driver’s car.
Yet Chevrolet can hit home runs when it gets serious; this Lumina leads the league in cupholder design. The holder that pulls out of the dash is the only one in the group that will stretch to accommodate a coffee mug including its handle, yet also hug a 12-ounce can tight enough to resist rattling in the opening. Backing up that holder is another, almost as versatile, that flips forward out of the center armrest. Thirsty drivers will be impressed.
1994 Chevrolet Lumina
160-bhp V-6, 4-speed automatic, 3367 lb
Base/as-tested price: $15,995/$18,235
C/D TEST RESULTS
60 mph: 9.4 sec
1/4 mile: 17.0 sec @ 81 mph
100 mph: 30.5 sec
Braking, 70-0 mph: 208 ft
Roadholding, 300-ft-dia skidpad: 0.76 g
C/D observed fuel economy: 18 mpg
5th Place: Subaru Legacy L
This new Subaru is the go-anywhere specialist. When the roads are covered with Cool Whip, the full-time four-wheel drive licks its lips; when the sun shines, the athletic suspension and trusty steering step to the front. This car will tempt you to slide the kids around in the back seat and upset the picnic basket on those Sunday outings. It’s also terrifically agile in the tight confines of metro traffic. And when your itinerary calls for Interstates, you’ll find the steering has an excellent sense of straight ahead, perhaps the best in this group.
This is the smallest car of our six, 3.1 inches shorter than the Accord (the second smallest) and 21 inches shorter than the Intrepid. Yet it makes the most of what it has, with good room for rear-passenger toes under the front seat, decent knee clearance back there, and better-than-average rear headroom. The upholstery shows a trace of artistic flair too, which adds to the good feelings about this car. A split-folding seatback and a cargo net make the most of the small trunk.
The Legacy’s driving position is very much of the low-chair description: seat cushion close to the floor, your legs stretched out in front—even lower than in a Honda. We have mixed opinions about this. You don’t get the impression of sitting in a hole, however, because the beltline is relatively low too, also like on a Honda, and the thin pillars and frameless side windows allow a panoramic view to the outside. The seats are quite firm and less contoured than the others; just the opposite of the Lumina’s pillowy plushness.
The 16-valve flat-four engine makes an impression mostly for what it doesn’t do. It ends fewer resonances through the body than past Subaru efforts. And it’s no threat to your neck on acceleration, providing a 0-to-60 time of 10.4 seconds, barely quicker than the back-of-the-pack Camry. Fuel economy on our 700-mile run of mixed city and highway was 22 mpg, slightly better than average.
In stopping, though, this car’s four-wheel discs topped the charts by a good margin; 176 feet from 70 mph, 12 feet shorter than the next-best Honda.
HIGHS: Great highway stability, great back-road agility, and four-wheel drive when you need it.
LOWS: Stiff ride and plenty of road noise, all wrapped in anonymous styling.
VERDICT: Fun, and the fun won’t stop when it snows.
We end up liking Subaru’s new Legacy for its broad-spectrum capabilities. It’s surefooted on every sort of road (though the ride is on the stiff side). And its combination of compact dimensions, easy maneuverability, good outward visibility, and large, high-mounted outside mirrors makes it well-suited to city driving.
1995 Subaru Legacy L
135-bhp flat-4, 4-speed automatic, 2986 lb
Base/as-tested price: $19,000/$19,584
C/D TEST RESULTS
60 mph: 10.4 sec
1/4 mile: 17.9 sec @ 76 mph
100 mph: 39.3 sec
Braking, 70-0 mph: 176 ft
Roadholding, 300-ft-dia skidpad: 0.75 g
C/D observed fuel economy: 22 mpg
4th Place: Toyota Camry DX
The ubiquitous Camry won our last family-sedan comparo, but now it finishes in the bottom half of this group. Price is the problem. The car remains a masterpiece of astute solutions, but the idea of paying 20 large and still cranking up the windows by hand causes all of the staff heads to shake “no.”
This car gives the impression that its details were worked over, rubbed down, and polished out until even a world-class curmudgeon could find nothing to complain about. It wastes not a scrap of the space contained within its 187.8-inch length (longest of the import brands; 2.8 inches more than the Hyundai, 13.1 inches shorter than Lumina). The seat cushions are high and chair-like, firm for excellent support, contoured very little so as to exclude as few anatomies as possible. Three adults can ride in back with few complaints; two will fit back there as comfortably as in the limo-like Intrepid, although they’ll find the Toyota’s surroundings a bit closer. The split rear seatback folds forward with both ease and precision, and the process is simpler than with any other car—you can do it while standing at the curb.
The useful capacity of the trunk nearly matches that of the much larger Intrepid, and the opening into the rear seat area gives vastly greater flexibility.
The interior of this bottom-of-the-line DX is without frills, yet the nutmeg padding on the dash has an elegant, low-glare texture that looks expensive, and the seat-cloth hue and weave would look fine as a sports jacket.
A four-cylinder Camry lacks the possibility of thrills for the driver, but it lacks bothers, too. The driving position is correct and firm, the four-speed automatic shifts smoothly, and just when you’d do it yourself. On most acceleration tests, the Camry works itself to the back of the pack, but performance is never agonizing. At 23 mpg on our trip, fuel economy is second-best.
HIGHS: Impeccable quality, accommodating interior.
LOWS: Weak performance, and the high price leaves no budget for convenience equipment.
VERDICT: High protein, low fat, and no frills for your 20 grand.
The ride is firm, but the lack of impact noise will cause most drivers not to notice. Considering this car’s overall refinement, the engine is louder than we’d expect at full power, tied with the Lumina and Subaru on our sound-level meter.
We like the quality and correctness of this car. But for $19,978, we shouldn’t have to stretch around the interior to lock each door.
1994 Toyota Camry DX
130-bhp inline-4, 4-speed automatic, 3133 lb
Base/as-tested price: $17,903/$19,978
C/D TEST RESULTS
60 mph: 10.7 sec
1/4 mile: 18.1 sec @ 76 mph
100 mph: 36.4 sec
Braking, 70-0 mph: 196 ft
Roadholding, 300-ft-dia skidpad: 0.75 g
C/D observed fuel economy: 23 mpg
3rd Place: Hyundai Sonata GLS
This top-of-the-line Hyundai is much smaller on the outside than the Lumina—15.9 inches shorter, 2.8 inches narrower, and 271 pounds lighter—but it shares the same approach to the market, more car for less dough. We find it a tempting combination.
Compared with the others here, Hyundai is new to carmaking, and its sophomore status, up to now, has shown through—its cars are a bit crude around the edges. This Sonata is still not a Honda: the automatic’s shift schedule is less than sophisticated, shock-absorber control is a bit ragged on pitching and heaving roads, the interior occasionally fills with an unexplainable noise, and we see embarrassing wiggles in the body-side rub strips and interior welting.
But, boy, you get a lot of equipment for the price, and it all works better than good enough. This car’s Mitsubishi-designed 3.0-liter V-6 throws dust at all the others to 60 mph and outruns them on the top end, too. The Sonata ties for best grip on the skidpad, shows mid-pack capability in braking, and matched the Intrepid (and topped the Lumina) on fuel economy at 20 mpg on our trip.
Inside, the upholstery is attractive, and the carpet is downright plush. Seat comfort is well above average. This is a high-chair car, more so than even the Camry. You sit up behind the controls with your legs angled comfortably. Same story in back, where the high seat makes entry and exit particularly easy for tall people.
In addition to the usual controls, the driver’s seat has height adjusters—two knobs that also let you fine-tune the angle of the cushion.
As is typical of imports, the rear seatback folds forward, opening to 122.5 inches of long-object hauling room, best of the group by a small margin over the Toyota. Overall cargo space is third-best by our indicators.
HIGHS: Good performance, great equipment list, and chair-height seats.
LOWS: Makes the occasional worrisome noise.
VERDICT: A newcomer in the front ranks of family hauling.
One of our testers commented that the powertrain feels “gritty,” his attempt at defining what makes the aural-tactile texture of the Hyundai distinct from the others. We all notice the difference—a lack of refinement—and we all notice that it’s smaller than it used to be. Hyundai is about ready for the major leagues.
1994 Hyundai Sonata GLS
142-bhp V-6, 4-speed automatic, 3096 lb
Base/as-tested price: $17,604/$19,516
C/D TEST RESULTS
60 mph: 9.3 sec
1/4 mile: 17.1 sec @ 81 mph
100 mph: 30.8 sec
Braking, 70-0 mph: 189 ft
Roadholding, 300-ft-dia skidpad: 0.77 g
C/D observed fuel economy: 20 mpg
2nd Place: Dodge Intrepid
This is the big guy, the four-door gymnasium, the Freuhauf of the family haulers. On the outside, its size increment over the Lumina is hardly worth mentioning—0.8 inch more length, 1.9 inches more width. On the inside, though, we’re talking party room, hiding places, space for the kids to play Red Rover.
Well, not quite, but the interior feels like one and a half Accords, with three-across seating no problem in back and tremendous stretch-out room for adult legs. Cargo hauling, particularly for long objects, is greatly compromised by the lack of a fold-down passage into the rear seat space.
The second-best Intrepid feature is that it doesn’t drive big. The suspension is firm and well-damped; this guy never bobs and wallows. The steering is quick. And the 3.3-liter pushrod V-6’s marriage to the four-speed automatic is a happy partnership: downshifts come quickly and appropriately when your toe moves down on the pedal, resulting in timely squirts forward. At 9.5 seconds 0 to 60, the Intrepid is barely a step behind the class-leading Sonata, and in the more important (for a family car) 50-to-70-mph pass, it ties the Lumina for best time. This big guy is always quick on his feet.
The Intrepid feels sporty rather than luxurious. Ride motions are, let’s say, athletic, accompanied by significant impact noise over the bumps. The engine is rather loud at idle, too.
We have two gripes about this car. The steering response abruptly quickens off-center, perhaps because the effort doesn’t build intuitively as the wheel is turned. And the front buckets caused backaches for some of us. We’ve always disliked the short backrests, which top out below the occupant’s shoulders. Chrysler says this opens up the view for rear passengers. We say it leaves inadequate support. Worse, though, is the backrest shape, which features negative support in the lower back. A pillow would have been the perfect accessory on this drive.
HIGHS: Limo rear seat, wide-stance agility, standout styling.
LOWS: Backache front buckets, garage-filling bulk, road-impact noise.
VERDICT: A big guy who’s quick on his feet.
One more request: only the Intrepid in this group lacked an inside-the-car trunk release, a standard feature in the imports. Americans lead in cupholder technology, however. The two-holer that slides forward out of the Intrepid’s center armrest has springy plastic jaws that spread easily—and wide enough to securely hug a 20-ounce Snapple bottle.
For those who need the room, and can spare the garage space, this Intrepid is an easy choice.
1994 Dodge Intrepid
161-bhp V-6, 4-speed automatic, 3468 lb
Base/as-tested price: $18,225/$19,837
C/D TEST RESULTS
60 mph: 9.5 sec
1/4 mile: 17.2 sec @ 81 mph
100 mph: 31.5 sec
Braking, 70-0 mph: 195 ft
Roadholding, 300-ft-dia skidpad: 0.74 g
C/D observed fuel economy: 20 mpg
1st Place: Honda Accord LX
Honda wins this one on pure automotive talent. There’s nothing about the appearance or specifications of this four-door that suggests a top choice. At 184 inches in overall length, it’s nearly the shortest of the bunch, and it has the smallest-displacement engine. But it makes the most of what it’s got—it’s the only four-cylinder that keeps pace with the V-6s when the pedals go to the metal. Yet it cleans them all in fuel economy by a clear margin, 25 mpg on our trip.
Are we biased? You bet—biased in favor of cars that deliver driving pleasure.
And on that score, the Accord is a throwdown winner. Like the best sporting cars, the Accord places the driver in a compartment, with the console and all controls up close. Even the handbrake is at your fingertips. The seat caters to a wide range of driver shapes, and the reach to the wheel seems exactly right. The Accord has a lowchair seating position, but Honda has cleverly also made the floor low in the driver’s foot space, so the overall position is agreeable.
Agreeable too is the view from the driver’s eye. The low beltline and vast expanse of glass create a sunny ambiance inside. The milk-chocolate padding on top of the dash and windowsills contrasts deliciously with the malted-milk hue of the lower panels—like visually biting into a Three Musketeers.
This car bites into the distance with a poise that encourages speed. On the heaving-waving twisties, shock-absorber control is excellent, both at keeping the wheels on the road and at snubbing body motion so you never hit hard against the limit of suspension travel. Like a great athlete, this Accord seems always to maintain its balance; it achieved top marks in our lane-change test and on the skidpad (tie with Hyundai), and was second-best in braking.
The Accord’s compact dimensions do impose certain limits. Its trunk is the smallest of the group, with the least capacity in our grocery-bag test. The deep shape is especially efficient, though, resulting in mid-pack capacity in the beer-case test. In its quest for mall-car efficiency, Honda designed its decklid hinges to fold so they don’t intrude on cargo space.
Rear-seat space is limited as well. The shape is efficient, and the cushions are properly contoured, which adds up to reasonably comfortable, but it’s still a limited space.
This car’s air conditioning, along with the systems in the Subaru and the Hyundai, we judged to be barely adequate for the mid-nineties temperatures we encountered during the test.
HIGHS: Sporty feel in the cockpit, sporty moves on the road.
LOWS: Tight interior space, weak air conditioning.
VERDICT: A tasty blend of efficiency and fun.
Otherwise, this Honda won us over, despite its limited room. In the final balloting, its quality assembly, efficient engineering, and contagious, unapologetic, 24-hours-a-day driving fun outscored the Intrepid’s warehouse room and quick-reflexes by a single point.
Family life still has inevitabilities, of course, but a Dullmobile is not one of them.
1994 Honda Accord LX
130-bhp inline-4, 4-speed automatic, 3015 lb
Base/as-tested price: $19,450/$19,537
C/D TEST RESULTS
60 mph: 9.5 sec
1/4 mile: 17.3 sec @ 80 mph
100 mph: 30.7 sec
Braking, 70-0 mph: 188 ft
Roadholding, 300-ft-dia skidpad: 0.77 g
C/D observed fuel economy: 20 mpg
Specifications
Specifications
1994 Chevrolet Lumina
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $15,995/$18,235
ENGINE
pushrod 12-valve V-6, iron block and heads, port fuel injection
Displacement: 191 in3, 3135 cm3
Power: 160 hp @ 5200 rpm
Torque: 185 lb-ft @ 4000 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: vented disc/drum
Tires: Goodyear Eagle
P225/60SR-16
DIMENSIONS
Wheelbase: 107.5 in
Length: 200.9 in
Width: 72.5 in
Height: 55.2 in
Passenger Volume, F/R: 55/45 ft3
Trunk Volume: 16 ft3
Curb Weight: 3367 lb
C/D TEST RESULTS
60 mph: 9.4 sec
100 mph: 30.5 sec
1/4-Mile: 17.0 sec @ 81 mph
Rolling Start, 5–60 mph: 9.5 sec
Top Gear, 30–50 mph: 4.5 sec
Top Gear, 50–70 mph: 6.3 sec
Top Speed (gov ltd): 112 mph
Braking, 70–0 mph: 208 ft
Roadholding, 300-ft Skidpad: 0.76 g
Interior Sound
Idle: 42 dBA
Full Throttle: 74 dBA
70-mph Cruising: 68 dBA
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMY
City/Highway: 19/29 mpg
—
1994 Dodge Intrepid
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $18,225/$19,837
ENGINE
pushrod 12-valve V-6, iron block and heads, port fuel injection
Displacement: 210 in3, 3301 cm3
Power: 161 hp @ 5300 rpm
Torque: 181 lb-ft @ 3200 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: vented disc/disc
Tires: Michelin XW4
P205/70SR-15
DIMENSIONS
Wheelbase: 113.0 in
Length: 201.7 in
Width: 74.4 in
Height: 56.3 in
Passenger Volume, F/R: 55/49 ft3
Trunk Volume: 17 ft3
Curb Weight: 3468 lb
C/D TEST RESULTS
60 mph: 9.5 sec
1/4-Mile: 17.2 sec @ 80 mph
100 mph: 31.5 sec
Rolling Start, 5–60 mph: 9.8 sec
Top Gear, 30–50 mph: 5.1 sec
Top Gear, 50–70 mph: 6.3 sec
Top Speed (gov ltd): 111 mph
Braking, 70–0 mph: 195 ft
Roadholding, 300-ft Skidpad: 0.74 g
Interior Sound
Idle: 53 dBA
Full Throttle: 75 dBA
70-mph Cruising: 71 dBA
C/D FUEL ECONOMY
Observed: 20 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 20/28 mpg
—
1994 Honda Accord LX
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $19,450/$19,537
ENGINE
SOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 132 in3, 2156 cm3
Power: 130 hp @ 5300 rpm
Torque: 139 lb-ft @ 4200 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: vented disc/disc
Tires: Michelin XGT4
P185/70SR-14
DIMENSIONS
Wheelbase: 106.9 in
Length: 184.0 in
Width: 70.1 in
Height: 55.1 in
Passenger Volume, F/M/R: 55/41 ft3
Trunk Volume: 13 ft3
Curb Weight: 3015 lb
C/D TEST RESULTS
60 mph: 9.5 sec
1/4-Mile: 17.3 sec @ 80 mph
100 mph: 30.7 sec
Rolling Start, 5–60 mph: 9.8 sec
Top Gear, 30–50 mph: 5.1 sec
Top Gear, 50–70 mph: 6.8 sec
Top Speed (gov ltd): 111 mph
Braking, 70–0 mph: 188 ft
Roadholding, 300-ft Skidpad: 0.77 g
Interior Sound
Idle: 42 dBA
Full Throttle: 77 dBA
70-mph Cruising: 69 dBA
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMY
City/Highway: 23/29 mpg
—
1995 Hyundai Sonata GLS
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $17,604/$19,516
ENGINE
SOHC 12-valve V-6, aluminum block and heads, port fuel injection
Displacement: 181 in3, 2972 cm3
Power: 142 hp @ 5000 rpm
Torque: 168 lb-ft @ 2500 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: vented disc/disc
Tires: Michelin MXV4
P205/60HR-15
DIMENSIONS
Wheelbase: 106.3 in
Length: 185.0 in
Width: 69.7 in
Height: 55.3 in
Passenger Volume, F/R: 56/45 ft3
Trunk Volume: 13 ft3
Curb Weight: 3096 lb
C/D TEST RESULTS
60 mph: 9.3 sec
100 mph: 30.8 sec
1/4-Mile: 17.1 sec @ 81 mph
Rolling Start, 5–60 mph: 9.4 sec
Top Gear, 30–50 mph: 4.7 sec
Top Gear, 50–70 mph: 6.7 sec
Top Speed: 118 mph
Braking, 70–0 mph: 189 ft
Roadholding, 300-ft Skidpad: 0.77 g
Interior Sound
Idle: 43 dBA
Full Throttle: 76 dBA
70-mph Cruising: 70 dBA
C/D FUEL ECONOMY
Observed: 20 mpg
EPA FUEL ECONOMY
City/Highway: 18/24 mpg
—
1995 Subaru Legacy L
Vehicle Type: front-engine, front-wheel-drive, 4-passenger, 4-door sedan
PRICE
Base/As Tested: $19,000/$19,584
ENGINE
SOHC 16-valve flat-4, aluminum block and heads, port fuel injection
Displacement: 135 in3, 2212 cm3
Power: 135 bhp @ 5400 rpm
Torque: 140 lb-ft @ 4400 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: vented disc/disc
Tires: Bridgestone SF-411
P185/70SR-14
DIMENSIONS
Wheelbase: 103.5 in
Length: 180.9 in
Width: 67.5 in
Height: 55.3 in
Passenger Volume, F/R: 53/39 ft3
Trunk Volume: 13 ft3
Curb Weight: 2986 lb
C/D TEST RESULTS
60 mph: 10.4 sec
100 mph: 39.3 sec
1/4-Mile: 17.9 sec @ 76 mph
Rolling Start, 5–60 mph: 10.6 sec
Top Gear, 30–50 mph: 5.4 sec
Top Gear, 50–70 mph: 7.6 sec
Top Speed (gov ltd): 108 mph
Braking, 70–0 mph: 176 ft
Roadholding, 300-ft Skidpad: 0.75 g
Interior Sound
Idle: 43 dBA
Full Throttle: 74 dBA
70-mph Cruising: 71 dBA
C/D FUEL ECONOMY
Observed: 22 mpg
EPA FUEL ECONOMY
City/Highway: 22/28 mpg
—
1994 Toyota Camry DX
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $17,903/$19,978
ENGINE
DOHC 16-valve inline-4, iron block and aluminum heads, port fuel injection
Displacement: 132 in3, 2164 cm3
Power: 130 hp @ 5400 rpm
Torque: 145 lb-ft @ 4400 rpm
TRANSMISSION
4-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: vented disc/drum
Tires: Firestone FR-680
P195/70HR-14
DIMENSIONS
Wheelbase: 103.1 in
Length: 187.8 in
Width: 69.7 in
Height: 55.1 in
Passenger Volume, F/R: 55/42 ft3
Trunk Volume, Behind F/R: 15 ft3
Curb Weight: 3133 lb
C/D TEST RESULTS
60 mph: 10.7 sec
1/4-Mile: 18.1 sec @ 76 mph
100 mph: 36.4 sec
Rolling Start, 5–60 mph: 11.0 sec
Top Gear, 30–50 mph: 5.1 sec
Top Gear, 50–70 mph: 7.4 sec
Top Speed: 116 mph
Braking, 70–0 mph: 196 ft
Roadholding, 300-ft Skidpad: 0.75 g
Interior Sound
Idle: 41 dBA
Full Throttle: 74 dBA
70-mph Cruising: 69 dBA
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
City/Highway: 21/28 mpg
Nguồn: Chi tiết
- Chưa có bình luận nào.
