o-

TESTED
Shirtev Muldowney's Top Fueler:
Zeroto sixty in 07 second!

TWO NEW TURBOS: '84 Dodge Daytona Z,TRbd Coupe

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ESCAPE FROl\{ BAIA

ing lot of Hussong's Oantina, where one
ol' the least civilized rnembers of our
group [Yatcs-Ed ] is arrested for recvclirrg several liters of'l)os !,quis against
a wall. I.indamood, the only onc among
who speaks anv Spanish, gets the culprit off rvith a ten-dollar line by dcn<-lrrrcing hinr to (ht' tops as a pig.
rus

We plunge into fast, twistv two-lanes

south of Ensenada. Route I rides high
along some splendid seacoast vistas toward San Qpintin and then bores inland

to the

mountains

at El Rosario.

We

wonder but say nothing about customs.

Having blasted past the place where the
Maneadero checking station \^'as sup-

posed to be, we nray be opcrating as

l'anqui wetbacks, without the faintest authorization to pcnetrate so deeplv into
the nation. No matter: the cars are running rvell, the night is cloudless, and the
road is clear, save for an occasional bus
and the odd battered pickup.

Our only glitch conlcs when

we

Track versus Tornrre Gsting

. Sporting scdans have onc of'

thc

totruhest job dcscriptions in (hc <'ar cos-

mos. 'l'hcv arc expccted to pcrlorm

ncll as hv()-scatcrs in the critical

as

eo,
rnust

st()p, and turn categ()rics. 'l'hcv

have plentv of room [<rr Iirur ol live pirssengcrs to stretch out lirr thc lons haul

and decent luggage accr>nrrnod:rtions as

u'ell. l)cep-seated cornlbrt is ol course a

rcquircrncnt, and then therc arc the

I)raclical conccrns: fuel cconomr', reliabilin', upkcep cxpcl)sc, and depreciation. Last and rnost irnltortant, a great
sports scdan is endcaring:

it nrust havc

both thc Poise to cntertain ovel' the

nrost trving r-oads and the erace 1o look

charnrinrl rvhcther thc drcss codc is
Iieshlv rvaxed fcndcls or llaja trail clust.
Is Arncrica leaclv to stancl up and bc
countecl in this gathcrin!l o{' the {i>rrrcloor clite, or do u'c still have to l;ow to
buildcrs across thc rvatcrs? A hard look
at the per-fornrant'e prolilcs o{'our cieht
c()ntcstants tells thc tale. 'l'he Pontiac

(i000S'I't- scolcd threc Iirst-place latinss

(70-to-0-rnph braking, top-gear accelerati()n, and interior sound lcvcl), one
tie lor first place (with the Audi 50005 in
roadholding), and a rcspectablc third

placc in throush-the-gcars accclcration.

Sound the trumpets and rvave Old Glorv: at last you.an buv a madc-in-America
machine that will rnatch I'endcrs with the

bcst of the Black Fore st. -I'he Dodee

ti00L,S didrr't lare nearlv as rr'cll, palilr
becausc it had the lowest horseporver allotment, but it was in no wav embarrassed bv thc latest and greatest from
Japan, (lermanv, and Sweden in the
$

10,000-to-$20,000 class.

'l'hc tcst-track perf<rr-mance statistics

tcll rnore. 'I'he nrodcrn radial tire must
still bc an enigma to the
the
'I'ov()ta Crcssida and thc .lapancse:
l)atsun Maxima lcll down in both braking and
roadholding. One nranufacturcr from
the Far llast clearly, had its c()ncentration lixed under the hood: the Cressida
had no troublc keeping pace when the
road opened up, thanks to a glorious
six-cylinder cnginc that boasts plenty o{'
displaccnrent, a tw'in-cam cylindcr head,

clectronir' {irel injcction, and the most

horscpou'cr going. Saab, ()n the other
hand, hirs done a remarkable job o{'turbochargine ()ur test's smallest enginc:
the 900's 2.0-litcr motor is sm()()th, encrgelic, respectlullv mid-pack in ftrcl cf'Iicienct', and, most irnportant ol all, an
absolute blast to drive.
'l-he test results and a week on the
road convinccd us that it may be tinre t<r
rethink our transmission prejudices.

'l'hc Pontiac's strong acceleration and

the Volvo's ability to cruise without
comm()ti()n prove that an aut()matic
docsn't have to be a hardship in the
sports-sedan context. What's more, the
classic {hvorite-a five-speed manualis poorlv executed in thc l)odge 600ES.

First, its flaccid cable shift linkage is

quite out of'place in the dedicated-todriving class. Second, although Dodge
cngineers used their gearbox to score a
r-emarkablc 38 mpg on the EPA highway
test, in the process they threu,fourthand fifth-gear flexibility out the window

(note the lackluster top-gear-accelera-

tion results). l he two top rati()s are

suitablc only Ibr level-road cruising, a

situation that saps much ol the sportiness lionr an otherrvise capable sedan.

Ileware of'skv-high !.PA highrvav

ratings

While we're slaughtering a fcn' sacred

cows with orlr tcst results, it should be
noted that there is almost no correl:rtion
betrveen a car's speetliness and its fuel
cfficiency. Over the course of our 3200-

rnile trip, the eight sports sedans fell

into threc distinct fuel-economv clusters: t$'() at 19 mpg, Ibur at 2l or 22
rnpg, and two at 24 mpg. -l'he heavr,,
autpmatic-transmission-equipped machinerv did happen to fall to thc bottom, but thc car-s at the t()p rvere bv no

means the slorv, I'eatherrveight sedans ol'

the test. 'l'he 2.1-mpg Audi 50005, in

lact, is an excellent case studv in up-todate engineering. Carelullv tuned acrodvnamics, a ftrirl"'p()tent engine, a n,ideratio five-speed, and a reasonably light
chassis dclivered the test's top firel efli-

tientr and vcr) conrpetitive stores irr

accelcration and top spced.
One dctail only hinted at by the cold
performance statistics is that the Audi is
also a great driver's car. The real world
tells all in this regard, which is precisely
why we follorvcd the test-track trials
with a 3200-mile run up and down
Baja's fr-ijole lieeway.

On the road, top-gear acceleration

on major importance. Hustling

takes

out ol' the tight mountain bends and

into the long, straight chutes, the Ponti-

the'foyota, the Saab, the Volvo, and

even the VW Qrrantum marched smartly
away from the Audi, the Maxima, and
the Dodge. Similarly, the first corkscrew
ac,

CAR and DRIVER

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ESCAPE FROM BAJA

ated by burned-out car hulks, rumpled

guardrails, and coveys of handmade

crosses. Stray cattle begin to appear at
the roadside, spavined beasts that pay
no heed to the passing vehicles. The immense steel bumpers on the big Dina
trucks \^'e pass begin to assume a mean-

ingful function.
We switch cars, and imprcssions begin to sel. Sherman, Csere, Ceppos,
and Grilfin are delighted with the new
Audi, despite its slightly stcrile aura.
(lornmitted traditionalist P..f. O'Rourke
rer,eals a quiet loathing {br fiont-drivc

cars and extols the rather zany handling

of the amply powered

Cressida, a
schoolmarm with a harlot's heart. The
Pontiac and the Dodge are pleasant surprises. Who can remember a Detroiter
that would absorb such extended hard
driving without frying its brakes, boiling

its coolant, and loosening up like

Hong Kong toy? 1-he Volvo, which appears to have been styled from an old
Amana upright freezer, may entice Elec-

tra 225 devotees. The Saab and

the

Maxima charge along with terrierlike

enthusiasm, while the Quantum, for all

its quiet competence, becomes the wallflower of the group.

We are ambushed by the cops in La
Paz. They want a closer look at our new

cars. Lindamood is brilliant as

she

aborts impending arrest by demonstrat-

ing the Datsun's idiotic synthesized

voice to the awe-struck lawmen.

It is a black night in the mountains.
Our little convoy is rushing the final
miles t<> Cabo San l-ucas, when Csere
nails a cow. He centerpunches a 500pound black stcer, at maybe 60 mph.
Protcin fbr the peoplel ()ne n'ounded

Evaluating the Driver Environment

. There are a ['ew broad conclusions to
be drawn from our week in Baja California with these eight sedans. First, Iilteen
years ago it rvould have bcen diflicult, if'

not impossible, to find a selection of

sp()rts cars-at any price whatever-that
u'ould rush down the Baja Peninsula the
way ()ur eight four-door sedans did. So
don't spend too much time makine nostalgic noises about how ttrey used to
build 'em. None of our cars ever felt as
if it was being asked to do something it
couldn't handle (except when Sherman
tried to make the Datsun swim underwater), and none of'them ever felt as if
it was being pressed beyond its limits.
Second, the electronic revolution may
have given us better control of things
like fuel injection and automatic transmissions, but it turns to silliness and
gimmickry inside the driver environ-

ment. From talking Dodges and Dat-

to nagging chimes and the monitoring of systems that nobody needs

monitored, the electronic wizards are
becoming a pain in the neck. We pray
that the car companies get over their
childish fascination with thc bells-andwhistles potential of automotive elecsuns

tronics and simply confine themselves

to making cars work better. Well-lit

round dials with numbers and needles
still convev uselul information more e{ficiently than red-orange starbursts, bar
graphs, winking indigo digits, or mellifluous humanoid voices.
'Ihird, one aspect of modern cars that
fu worse than it was fifteen or even ten
years ago is shifi linkage. Of the eight
cars on this test trip, only the 1'oyota
Cressida had a crisp, accurate shift linkage. Shame, shame. 'l'here's no excuse

for

on

a troll or explain your conduct t() a

Mexican policeman who sees you as dinner money, is ergonomicallv wrong.
Audi 50005 Obviously a car de-

signed by hard drivers for hard drivers.

Audi and Saab seem to have been rneant
for this kind of abuse. Audi won on
comfort and aesthetics, f-ell behind Saab
and Volvo on utilitv. Center of dash was
too busy; radio, window, heater-A/C

controls generally disliked. Important

controls such as steering, brakes, clutch

cars

above reproach. Superiol rear

costing more than ten grand.

Fourth, theJapanese approach to turn

good trunk. Loved by one and all.

vague, rubbery linkages

signals, headlights, and wiper-washer

controls is a good one. Headlights, turn
signals, and low/high beams are all on

the turn-signal stalk on the left, and

washers and wipers are on a stalk on the

right. Simple, handy, natural to use.

F'inally, jumping in and out of eight
different cars for several days convinced

us that mirror controls ought to

be

close to the mirrors and electric-window

buttons ought to be close to the windows. Hunting among the various

switches and push buttons on the dash,
trying to find the one that'll lower the

driver's-side window so that you can pay

Saab 900

seat.

Turbo Like meeting an

old friend in the middle of nowhere. Excellent chair-height seats, visibility, instruments. Five-speed shifter rubbery
and imprecise, especially when trying to
find reverse (mandatory for removing
ignition key from console). Window and
mirror controls on dash okay for long-

time owner but hard to find for occa-

sional driver. On balance, a superb car

for long, hard drives over bad roads.
Pontiac 6000STE Generally regarded as best-looking interior of group.
Suede upholstery was comfortable and
provided lateral support through Velcro
effect up to a point, but seats tended to

CAR and DRIVER

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ESCAPE FROM BAJA

CT

toast our lost comrades, who may be

rotting in a l-oreto calabozo by now, with
numerous tequilas and beers.
Sherman and Lindamood arrive late.
Because of power outages, they have

had to scavenge gas twice to get the

Dodge home. -I'he federale advenrure
turned to comedy: l-indamood ended

up driving the patrol car and manicuring the cop's girlfriend's nails, while
Sherman repaired a copy machine for

the cop. Weirdness in the

Mexican

desert has cost a meager $50 fine.

Thursday: A predawn escape is attempted. It is still raining. Sherman is
back in command. He should have tried

U-boats. F-ifteen miles north o{'town, he

crests a hill and skates into a stormswollen uado. We arrive a few moments

later. Our headlights probe into the

darkness to reveal the Maxima awash in
the turbulent water. Sherman has
slogged ashore mumbling about a lack
of channel buovs.

.O
o }\)

What to See andWhat to Do in Sunrry Mexico

.

buzzing rvith happy anriciparion, boning

CT

So vorr're going to the Baja? You're

up on the Berlitz, learning

"Buenas

I think this
sandwich is made of dog." What to
pack? Take lots of cheerflul resort
clothes (handy for spreading on the
desert floor to signal airborne rescue
norhcs" and "!,xcuse me, but

parties). Take plenty of American monev. -I'ake a Valium. -lake Interstate l5

back north, and stay in Palm Springs.
i,^\'o, g'acias? Then cross the border

\o
O
3

|9

5
CT

into f ijuana-adventure, here

comes

vou! 'I'otal irnntersion in a different cul-

ture, diffcrent values . . . Don't be

an

uelv American and throw up. In Tijuana, earbagc collection means displaying
1'our collection o{'garbage in the street.
But this is no excuse for lorgetting the
"eood neighbor" policy the way some
Americans did in 1846 when we srole
hall' the counrry (the hall' rvirh all the

money and jobs).

Moving right along, let's zip down the

beautiful fcrur-lane, sometimes rwolane, occasionallv no-lane highway to

Ensenada with its breathtaking view of'
where the ocean would be iia lot ot

i{
pt
3F

\s
ib
nl

)<
;

o
o
CL

TI

o
!

American recreational vehicles rveren't

parked in the way. On the road we see

the quaint Mexican toll booths where

they'll accept antthing-yes, a burron, an

Oreo, a child's gym sneaker. This is the
result. of Mexico's interesting new currency syst.em: each peso is worth 100
centavos, and the centavo is worth nothing at all. We gringos, we'll probably
never "get it" how this works. But it's
fun galore when you're bargaining for
colorful hats in the shape of onyx ashtrays or blankets made out of old hats.

Don't miss the Museum of Third

World 'I'oilets (on display in Ensenada
and eueryuthetz else). Cheerful, fun-lov-

ing tour member Brock Yates did miss it

and piddled in the parking lot of

Hussong's Cantina. Considering the hygienic state of Hussong's, some cheerful
fellow tour members saw this as an international gesture of good will and a
cleanup attempt to boot, but the funloving, happy-go-lucky, very well-armed

local police were not amused. "You

have made the violation of a laws," they

said (Spanish for "Give me ren dollars"). The Mexicans have an interest-

ing method of paying their police: ,they

don't. Just "free guns and all you can

eat." Maybe some of our stateside bigcity budget balancers should take a tip
from this useful idea.
By the way, don't forget ro stop ar rhe
checkpoint south of Ensenada and get
your tourist permit stamped. Otherwise,
it's illegal to go more than 100 kilome-

ters south of the border. The checkpoint is closed weekends, holidays,

nights, mornings, and siesras. Also, ir
isn't there at all. And remember, Mexico's traffic laws are different from ours.
They're made up on rhe spor. Mexican
roads are differerrt, too. The Mexican
Highway Department is known as the
"Miracle of the Sierra Madre" because
the entire national road system was
built without surveyors' instruments,
rulers, T-squares, or any of the sticky
stuff that holds asphalr rogerher. The

roads are a little narrow by U.S.

standards-just room enough for a
large truck in the oncoming lane and a
large accident in yours.
Sun's down, ready for some fun?

Night life is

ntuy bueno

in little

desert

towns like San lgnacio. Wade to your

car. Drive a half-mile through water up

to the doorsills, then a couple more

miles to the little resrauranr by the airport. Your genial hosts will try to trick
you into eating the hottest salsa ever
contained in a bowl and will fill your
heart and mind with rnemories of home
by playing their one American counrryand-weslern tape over and over again.
Yes, when night falls in old Mexico, anything goes. And everything was gone by
the time we reached San lgnacio.
The Baja has plenty of beautiful scenery. Or maybe it doesn't. Who can tell?
Cheerful (well, sort of) tour guide Don
Sherman loves to go hippity-hop quick

as a bunny down Mexico's amusing

roads-terrific view of white knuckles
clenching sweat-drenched steering

wheel. And for extra fun at 10O-plus, be

sure you have a front-wheel-drive car

that doesn't give any tedious old adit goes for a closer
look at the Baja's flora and fauna.
vance warning when

CAR and DRIVER

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ESCAPE FROM BAJA

thc ulinc-qualitr' \lcxicarr cas()line alld
the (lrcssida's clash has a hint tick, but

()tllelrrisc thc rnachincs havc rcsistcd

t:vcr'\' s()r[ ol' abrrsc rr'c corrld hca;r on

lltcrtr. \[ort' rn:rr b<' tlt.rrran<lt.<1, lr,ir.'r'cr. \\'old liltcrs in that thc road north is
dcvustatecl. \\'t'<'ks rna\ p:lss bclirre u'c
('al) cs(apc. Pass thc lc(luila.

Saturday: Wc dcvisc a craliy plan.

'l'hcre is a b:rck-countr), tlail out o{'
tou'n. It rncandcrs throrrgh the garbaee
cltrmp and ovcr lhe descrt to .join thc
highrrav. \4'e will double back sr>uth to
La l>az. :rnd evacuate bv airplane. ()ur
lclirgcc partv is.joinr.d bv Dick Rranllaja vetcran, acc dolc hrrn(cr-, and re-

tirccl Nolthl'cst r\ir-lincs uilot-who.

nith lris sili'..fodr', is rrvirrg t,, ,'"t.,rn r.,

Santa llarbala. An old Mcxican named
Luis, who \\'anls to get t() Santa Rosalia,
is oul euirlt'. l ht' scrcn rt'rnaining <ars
(thc N{:rxirna is lcft behind) scramble
tentativclv ()\'cr the r'ockv trails.
Finalh, lvc ar-c frce ol San Ignacio,

A Plenitude of Powertrains

Ponertrains are pcrhaps the nrost divelse of' aut()rrx)tivc cornponents. Ilver-r
irt a eroup as closell, rnatched in size,
rveight, and purp<lsc as these sports sedans, evcrv car has a trnique soltrtion to
thc rnotivational problcrn. -fhe varietv

lr'flt.<'rs not rrrrly difli'rcnt techni<'al

opinions, but also the distinct philosophics of'the n'orld's automakcrs.
In L,uropc, sports scdans have traditionallv been overachieving vcrsions of'
standard scdans. -I'hev are cxpccted to
h:rvc greater performance, better handling, and mol'e sporting char-actcristics
rvithout sacri{icing thcir capacin' [or
rvolkadav chores.

-fo help them be

such

u'ell-rounded per{brmers, their cngines

have tvpically been lavishlv endorved

n'ith exotic design features, not merell'
enlarged or crudely souped up.
'fhc Volvo 760GI.F,'s engine is reprcscntative of this design philosophv. It's
a 2.8-liter. all-aluminum 90-degree V-6
rvith fuel injection, chain-driven overhead cams, and wct cylinder liners.
'I'hese l'eatur-es are good for 130 hp at
5500 rpnr and 153 pounds-f'eet of'
torque at 2750 rpm, which is a suitably
broad spread of power for the Aisin\4'arner four-speed. automat.ic to which
this powcrplant is coupled.

'I'he Saab 900 'I'urbo's engine is

cquallv exotic but in quitc diflercnt
n'ays. Since there is little room under
the 900's hood for anvthing larger than
Saab's excellent ftrcl-injected, 2.0-liter,

in-linc four-t'r'lirrdt'r. tht'

cng'ineers turned to turbocharging to

mzulce control) systern, which nronitors

the engine rvith a knor:k sensor and

holds boost pressure to safe lirnits under all conditions. 'l-his safeguard al-

the complexitl' <;f fuel injection. Cornpared with the \rW,/Audi powerplant o{'

a five-specd transmission, the resulting

135 hp nrakes the Saab one of the liveliest scdans in the world.
Compared with the Swedish power-

bit more torque, and similar fuel economy. It also enjol,s the broad power band
necessary t.() match the ultrarvide ratios

plants, the fir'e-cvlinder engine shared

by the Audi 5000 and the Volksrvagen
Qpantum seems a bit tamc. Based on
the corporatc VW,/Audi four-cvlinder,
the five strikes a compromise betwectr
the size of a four and the smoothness of
a six. Although it does have an overhead camshaft and fuel injection, the
noncrossllow head design and the inline valves keep this five Iiom being a
high-rpm screamer. But its broad power
band is as well suited to the Qlantum's
three-speed automatic as it is to the
5000's five-speed manual.
In contrast to the European philosophv o[ exotic dcsign, American engines
lrave always been judged more for uhal
they do than for hou they do it. For example, the Pontiac 6000STE engine is a
Z.8-liter 60-degree \'-6, with the only
pushrod valvetrain and cast-iron cylinder heads in this group. It doesn'r even
have fuel injcction, r,et it delivers 130
hp at 5400 rpm and 145 pounds-l'eet of'

torquc at 2400 rpm, which c()mpares

well with the far more exotic Volvo V-6

Iind rnorc po\{er. Furthcrn'rore, thev in-

ol'sirnilar size.
'l'he f)odge's 2.2-liter in-linc lour is
not quite as pedestrian as the Pontiac's

per-fbr-

Chrvsler O<;rporation has also eschewcd

lows thc engine to have a hieh compression ratio (fbr a turbo motor) and
aggressive spark timing. Combined with

or crlread-t'am

vented thc APC (autom:rtic

enginc, {br it does have an ovcrhead

cam and an aluminum head, but the

)-: 't"Sl.rat

similar displacement, though, the

Dodge fcrur has just a bit less power, a

of its five-speed.

As the world's late-comers to the

sports-sedan business, the Japanese
manufacturers are t()o insecure to rely
on results alone. Instead they borrow
from their sports-car heritagc and outfit
their cars with all the technical credentials thev can muster.
Datsun's approach is to capitalize on
the 240-Z's reputation by usine an npdated version of its engine to power the
IVlaxima. With 2.4 liters, six cvlinders in
Iinc, and electronic luel injection, it can
certainly hold its own among the other
engines in the group.
For the Cressida. 'l'oyota engineers
also settled on an in-line six, but they
reached all the way back to the 2000G"I'
fbr their sporting credentials: a tu'incam, crossflow head. Coupling the 143hp motor to a five-speed transmission
and a 3.73 axle ratio ensrrred the Cressida's performance image.
It becornes clear frorn this diverse pictrrre that no single philosophv or tech-

noloet' has a lock on perforrnance. As

e\/er, therc are many \4'ays to light up a
tire, and the automotive n'orld is all the
more interesting as a result.

-Csnba

Cscre

CAR and DRIVER

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Vf Vg }\OUJ AdVJSS

ESCAPE FROM BAIA

TOYOTA
CRESSIDA
price:bas/as

tesled

$15,500/$16,500'

$10,869/$12.200

$13,572/$14,1 17

$18,836/$18,836

$13,169/$13.609

SOHC 5-in-line,
iron block and aluminum head,

SOHC 6-in-line,
iron block and aluminum head,

Bosch K-Jelronic
fuel injection

Nippondenso
Jetronic fuel
injection

OHV V-6, iron

block and heads,
1x2-bbl Rochester
Varajet carburetor

turbocharged
SOHC 4-in-line,
iron block and aluminum head,
Bosch K-Jetronic
fuel injection

DOHC 6-in-line,
iron block and aluminum head,
Nippondenso electronic fuel injection

173 cu in,2837cc

121 cu in, 1985cc

168 cu in, 2759cc

135 bhp @ 4800

rpm/.170 lbs-ft
@ 3500 rpm

143 bhp @ 5200

131 cu

power/torque, SAE

net

in.2l44cc

100 bhp @ 5500

146
'

rom/.l07 lbs.ft

_ryooqq

L-

cu in, 2390cc

120 bhp @ 5200

rpm/134 lbs-ft
@ 2800 rpm

135 cu in, 221scc

94 bhp @ 5200

rpm/117lbs-ft
@ 3200 rpm

O"O-""0*

o
()

!.

U)
.
tr'a

+J

G
+,

a
F{

3.73:1

ind, MacPherson

ind, MacPherson

strut, coil springs,

anti-sway bar

ind, MacPherson

strul, coil springs,

anti-sway bar

strut, coil springs,

anti-sway bar

ind, MacPherson
strut, coil springs,
anti"sway bar

ind, unequal-length
control arms, coil
springs

ind, MacPherson
strut, coil springs,
anti-sway bar

rigid axle integral

with 2 trailing arms
and an anti-sway

ind, semi-trailing
arm, coil springs,
anti-sway bar

rigid axle integral

with 2 trailing arms
and an anti-sway

rigid axle integral

with 2 trailing arms
and an anti-sway

rigid axle, 1 leading

and

ind, semi-trailing
arm, coil springs,
anti-sway bar

bar, Panhard rod,

coil springs

(!

bar, Panhard rod,

bar, Panhard rod,

coil springs

coil springs

trailing link

per side, Panhard

rod, coil springs
rack-and-pin ion,

!a

power-assisted

.F{

brakes,

F/R

vented disc/drum

tires

recirculating ball,
power-assisled
vented disc/
vented disc

GoodvearGrand

Goodyear

Prix S70,

Eagle GT,

185/70SR-14

P185/70R.14

105.8
58.1157.4
192.7
71.4
54.7

57.6157.0
187.2

dimensions, in:

wheelbase
track, FrR
fength
width
height

rpm/154 lbs-ft
@ 4400 rpm

5-speed manual

4.'11:1

.F{

Dunlop SP4 Steel,

195/70SR-14

.103.1

104.1
54.7 t54.9

186.2

68.3

66.5

52.9

54.3

3060

weighl,70

FrR

intorior Yolume. cu ft:

tront seat

rarseat
trunk space
luef capacity, gal

u)
+,

-J
U)
q)

&
+.
u)

.O

Q
C)

acceleration. sec:
0-60 mph
0-90 mph

th-nile

toF gear, 30-50

top gar, g)-70

mph
mph

top speed, mph

70-0 mph braking,

fi

roadholding, g

61.4/38.6

53.9/46.1

53
44
17

50

21.1

17.2

36
'12

DATSUN

DODGE

MAXIMA

600Es

10.8
27.8
'17.8 @ 77 mph
12.6
14.8

9.8

'11.4

25.1

Jt./

17.5 @ 79 mph
14.6
17.4

18.1 @ 73 mph
16.0
20.0

107

106

98

214

219

213

0.78

TOYOTA
CRESSIDA
9.7
26.2

21.4

17.4 @ 79 mph

16.9 @ 83 mph

4.4
7.0

8.7
21.3
16.6 @ 82 mph

12.3
10.0

12.9

110

113

112

196

201

223

0.78

0.74

072

22
34
27
19

21

21

55
78

fuel economy, mpg:

EPA city
EPA highway
EPA combined

3jqlmile rrip
9/o

35

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