The V-twin unit produced 25 horsepower and 36 pound-feet of torque – modest figures, but sufficient to drive the 1,199lb front-wheel-drive car to a top speed of 70mph.
Thanks to the monster turbocharger and fancy electronics, this pocket workhorse produces 258 foot-pounds of torque at a modest 2,500 engine revolutions per minute, with no discernible "turbo lag".
The horsepower rating seems low, probably because the turbo engine generates a mighty 245 pounds-feet of torque at a relatively modest 3,200 r.p.m. and emits a lovely growl in the process.
The torque is small but persistent.
Despite the G6's modest power, there's an abundance of torque steer, a sideways tug of the wheel under acceleration and a penalty I associate with more powerful rides.
The 3.0-liter, turbocharged V6 engine generates a seemingly modest 208 hp, but a whopping 388 lb./ft. of torque at 1,600 rpm, which means the smaller engine has the thrust of a V8 off the line but without a V8′s appetite for fuel.
In light of this modest relationship and the low magnitude of absolute passive varus-valgus torques acting on the knee in the mid-range (i.e. a cohort average of 1.50 Nm/° ± 0.60 Nm/°), it is conceivable that the variance in self-reported instability explained by active neuromuscular control may be much greater than that explained by passive mid-range stiffness.
The engine begins making maximum torque at just 1,800 r.p.m., imbuing the car with a responsiveness that belies its relatively modest power numbers.
The engine produces a modest 240 horsepower (the least of all M-Class models), but churns out a hearty 455 pound-feet of torque – a figure that tops the V8-powered ML550's 443lb-ft, and tickling the beastly ML63 AMG's monumental 517lb-ft.
Tools: the torque wrench.
