| Drivetrain |
|---|
| Drive type | Front-wheel Drive |
| Engine type | Naturally aspirated, port-injected, inline-4, gasoline |
| Displacement (cc/cu-in) | 1,798/110 |
| Block/head material | Aluminum/aluminum |
| Valvetrain | SOHC, four valves per cylinder, variable intake-valve timing |
| Compression ratio (x:1) | 10.6 |
| Redline (rpm) | 6,700 |
| Horsepower (hp @ rpm) | 140 @ 6,500 |
| Torque (lb-ft @ rpm) | 128 @ 4,300 |
| Fuel type | Regular unleaded |
| Transmission type | Five-speed automatic |
| Transmission and axle ratios (x:1) | I = 2.666, II = 1.534, III = 1.022, IV = 0.721, V = 0.525, R = 1.957, Final = 4.44 |
| Chassis |
|---|
| Suspension, front | Independent MacPherson struts, coil springs, stabilizer bar |
| Suspension, rear | Independent multilink, coil springs, lateral links, stabilizer bar |
| Steering type | Electric-assist, speed-proportional, rack-and-pinion power steering |
| Steering ratio (x:1) | 16.1 |
| Tire brand | Continental |
| Tire model | ContiProContact |
| Tire type | All-season |
| Tire size, front | P205/55R16 89H |
| Tire size, rear | P205/55R16 89H |
| Wheel size | 16-by-6.5 inches front and rear |
| Wheel material | Cast aluminum |
| Brakes, front | 10.3-inch ventilated disc with single-piston sliding caliper |
| Brakes, rear | 10.2-inch ventilated disc with single-piston sliding caliper |
| Test Driver Ratings & Comments |
|---|
| Acceleration comments | Pokey bottom-end, so-so midrange, but lots of horsepower in the upper revs. Very quick shifts at WOT, and no manual gate to try (D, D3, etc) on the PRNDL. |
| Braking rating | Poor |
| Braking comments | Adequate first stop, then pretty dramatic though linear increase in stopping distances thereafter. Strange pedal sensation that felt almost like completely cooked brakes from first stop to last (e.g. no ABS pulse, no tire noise). |
| Handling rating | Average |
| Handling comments | Skid pad: A novice would be hard-pressed to discover on his own that this was electric-assist power steering. Very good feel and weight that feels natural and hydraulic. Low limits are audible from squealing tires. With stability control on, you don't hear the tires, but the lap is obviously slower. Slalom: Wow, so much more body roll than I would have expected. It feels like a much larger car because it requires a lot of time to transition from one cone to the next. Still, the steering feels so good and it is so precise that it feels like the car could/should go quicker than it does -- I guess that's what the Si model is for. With ESC on, it was much more conservative and thus slower than it needs to be. |
| Safety |
|---|
| Front airbags | Standard |
| Side airbags | Dual front |
| Head airbags | Front and rear |
| Antilock brakes | Four-wheel ABS |
| Electronic brake enhancements | Braking assist, electronic brakeforce distribution |
| Traction control | Traction control |
| Stability control | Stability control |
| Tire-pressure monitoring system | Tire-pressure monitoring |
| NHTSA crash test, driver | Not tested |
| NHTSA crash test, passenger | Not tested |
| NHTSA crash test, side front | Not tested |
| NHTSA crash test, side rear | Not tested |
| NHTSA rollover resistance | Not tested |
| IIHS offset | Not tested |
