Automotive Reviews
Three Doors
2001 Mercury Cougar Zn
Jun 27th
So here’s the deal; the Cougar is Mercury’s attempt to grab a younger demographic. The 2001 Cougar Zn (for “zinc,” from which the bright yellow color comes) certainly looks the part, with enough sharp edges and triangles and hood scoops and spoilers to give it a drive-on role in the sequel to “The Fast and the Furious,” this past summer’s modern-hot-rodder B-movie. The eyecatching looks are both solution to the four year-old Cougar’s wallflower status, and part of the problem. Like many other factory scoop-and-spoiler jobs, the Cougar Zn has the looks but lacks a serious sporting edge underneath the skin.
Mercury needs an image, badly. Don’t worry, though, parent company Ford is working on it. The current lineup is moving quickly to phase out the number of blatant Ford clones–the Mountaineer just underwent a complete redesign which gives it some visual distinction from the Explorer, for instance. The Grand Marquis soldiers on, pleasing the middle-age and above buyers who have always bought it. And down at the other end of the lineup is the Cougar, to give Mercury an “in” with the younger buyer. Mercury desperately needs to appeal to a younger demographic. The Cougar is a nice effort, but is it the right one?
The design is three years old, but still looks up-to-date. The overwhelmingly triangular and feline Cougar makes an interesting contrast to the “geo-mechanical” Mitsubishi Eclipse, smooth and round Acura RS-X and the similarly catlike Toyota Celica, with whom it competes. The Cougar’s headlights and grille ride a smooth, crisp character line that undulates around the front of the car and arches over the rear wheels. This arch leads into the slightly tapered tail, which is accentuated by the triangular taillights. The taillights literally stand out from the smooth, aerodynamic body with a pair of large round “bubbles” on the triangular surface. The only disharmonious elements are those that have been added for the Cougar Zn Edition; the large, fake hood scoop and multi-angled spoiler. The Cougar looks better without both. Seventeen-inch wheels with black accents are part of the Zn package as well. The bright yellow paint is, of course, a matter of taste.
If there was any doubt as to if the Cougar belongs in the same club as the coupes from Mitsubishi and Toyota, it is dispelled from the driver’s seat; one of the prerequisites for this club seems to be poor rear visibility. The Cougar’s cabin is snug and friendly for two; the rear seat should be considered decorative. Black leather bucket seats with a bright yellow Cougar logo identify the Zn model; that yellow cougar is on the floormats as well. Mercury has foregone the typical bland Ford dash for a multi-hued, multi-textured cockpit. The Cougar’s put together from nice materials, and the complete lack of cheap-looking plastic is refreshing. Look closely; the pedals have aluminum pads, a classy, sportscar touch. Overall it’s a nice place to drive from.
Here’s the real problem; the Cougar doesn’t know how to dance. The 2.5 liter DOHC V6 in our test car was hampered by a decidedly non-performance-oriented four-speed automatic transmission. It’s a smooth-running motor, and 170 horsepower should be perfectly adequate for the Cougar, but downshifts take far too long in coming. The shifter is also reluctant to hold a gear for hard acceleration. On the freeway, the tranny settles down and lets the motor work, but there’s still a tendency to hunt for gears on long grades. The available five-speed manual should be an improvement; it’s also available with a high-output version of the 2.5 V6 that adds twenty-six more horsepower.
With a fully independent, multilink suspension similar to that of other great-handling Fords like the Focus and Contour, the Cougar Zn should at least be a lock for a decent handler, right? Well, not exactly. The Cougar Zn is much like a high-performance car–say, a Celica–that has retired, quit exercising and let itself go. The muscles are still there, but the reflexes seem to be gone. Even with that big, grippy 17″ wheel and tire combo, it’s slow to react to steering inputs. The ride is firm, but lacks the confident, planted feeling of the better sports cars. Anti-lock brakes and traction control are optional.
On the plus side, it’s not expensive. Cougars start at $17,200. The Cougar Zn starts at a bit over $20,000, which includes an in-dash six-CD changer, and the special Zn trim. Our test car added traction control, side airbags, and a leather interior, and stickered for $23,665.
The Cougar is a good car, so long as it’s not asked to be a serious performance car. Buyers drawn by the boy-racer looks should take heed; those spoilers are writing checks that the Cougar Zn won’t be able to cash, compared to its competition from Honda and Toyota. This is the soul of the old, plush, boulevard Cougar wrapped up in a new, svelte shell. Compared to more conservative cars like the Pontiac Grand Am or Saturn coupe, however, the Mercury Cougar makes an excellent, less staid alternative.
Specifications:
All specs are for the 2001 Mercury Cougar Zn, which we tested.
Length: 185.0 in.
Width: 69.6 in.
Height: 52.2 in.
Wheelbase: 106.4 in.
Curb weight: 3200 lb. (est.)
Cargo space: 14.5 cu.ft.
Base price: $20,595
Price as tested: $23,190
Engine: 2.5 liter 24-valve DOHC V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 170 @ 6250
Torque: 165 @ 4250
Fuel capacity: 15.5 gal.
Est. mileage: 20/29
6/2009 update: Cougars aren’t too thick on the ground these days, though the folks who have them are very proud of them. I know this, because when this review originally ran, I got hate mail and high-school grade death threats from a bunch of irate Cougar owners who were incensed that I that the gall to not love the car. Hell, I didn’t even think I panned it that badly–it was a decent car, just not awesome. That said, if y’all are still out there, my opinion of the Cougar hasn’t changed, and the years have not been kind to its gimmicky “New Edge” styling, either. It’s decent and it’s different, and that’s what it’s got going for it, end of story.
2001 Volkswagen GTI GLS
Jun 19th
We happened upon an impressive, chaotic scene during the Volkswagen GTI’s stay with us. An import custom-car show had just closed for the night, and the roads were filled with bespoilered and bewinged compacts, all painted bright colors, cruising slow and throbbing bass into the night. The GTI actually fit in reasonably well with this crowd, as our test car was painted in vivid “Tropic Orange Metallic.” But after a few minutes of 10-mph cruising, we’d had enough of wasting the driving-oriented GTI. We got out of line, sped past the show cars, and found a curvy little road to play on. Splashed through a mud puddle and took the shine off that paint job, too. And the GTI was happy.
The Volkswagen GTI comes with a long history behind it. The original Rabbit GTI was a boxy little hatchback with a few hot-rod cues and a lot of hot-rod substance beneath the style. It was a revolutionary idea in 1983, and a huge hit. In the mid-Eighties, it grew into the slightly larger Golf GTI, which faithfully and reliably carried the sporty-hatchback banner for VW until a few years ago, when the GTI became a separate nameplate. Starting mid-2001, all GTIs will feature a side-curtain style airbag that covers front and rear side windows when it deploys.
The practical, mini-wagon design has always been a GTI hallmark. It shares its basic structure with the Jetta, so at a glance they’re similar; a smoothed-off Volkswagen face and big VW badge dominating the grille up front. Look again, though, because the Jetta and GTI don’t share any frontal bodywork. The GTI has a more playful face, with teardrop-shaped headlamps instead of the Jetta’s rectangular units. Headlamps, projector-style foglights, and turn signals are grouped behind a single clear lens. The narrow grille and flat hood have been featured on GTIs since the beginning. The stubby, vertical tail will appeal only to lovers of hatchbacks and station wagons, and Volkswagen’s signature center-mount antenna juts up from the roof like a bee’s stinger. Large five-spoke aluminum wheels in 15″ through 17″ sizes are available. The GTI is subtly aggressive and sporty–subtle enough in fact that only car people are going to immediately recognize it for what it is.
The interior matches that of the comfortable Jetta. The blue-on-red gauges are the same, as are the well-positioned seats and pedals that were designed for heel-toe downshifts. Our test car had an appealing light-dark-light color scheme, with beige cloth on the pillars and roof, traditional matte black Volkswagen plastic covering the dash, and then lighter colors below. It’s much airier than the usual somber black Volkswagen interior. There’s room for four, and folding rear seats allow the hatchback to be turned into a small station wagon (remember the Volkswagen commercial in which a GTI swallowed a discarded La-Z-Boy?). We had only one gripe; the floormats had a habit of sliding under the pedals and lodging there. We chucked them into the trunk after an hour.
From the inside it looks like big brother Jetta, but the GTI has a hot-rod soul, whether it’s powered by the 150-horsepower turbocharged four in our GLS test car, or the 174-horsepower V6 in the GLX. It may look like a grocery-getter, but the GTI is an aggressive car that doesn’t like to sit in traffic. Our test car was happy to spin the tires with little provocation, and it had the smaller of the available motors. The 1.8 liter turbocharged four features five valves per cylinder for improved breathing at high revs, and it’s torquey for its size as well. A smooth-shifting five-speed manual is standard in all GTIs, with an automatic available.
Around town, the sporty Volkswagen prefers open road to congested traffic. Visibility is good, and it’s easy to maneuver, but it just doesn’t feel happy unless it’s being pushed hard. Independent front and beam-axle rear suspension and four-wheel disc brakes enable it to make the most of whatever twisty road it’s thrown at. ABS, traction control, and a limited-slip differential are standard. The GTI feels slightly softer than competitors like the Ford Focus hatchback. Although the Focus gives away a bunch of horsepower to the VW, the little Ford is likely to keep up in the turns thanks to its greater stability. Up-and-down motions, while perfectly acceptable in your average car, make the GTI feel a little more unsettled than a sports car ought to. It seems to be going out of its way to attack the corners, jumping on them rather than staying perfectly planted. The precise steering and quick reflexes are nonetheless on par with GTIs of the past, as well as the current competition.
The GTI is available in GLS and GLX trim levels, which are equipped with four- and six-cylinder engines, respectively. Cruise control, sunroof, Audi/VW’s cool switchblade key fob, the Side Curtain airbag, and power windows are all on the standard equipment list. Most of the GLS’ options–including a Monsoon sound system and leather interior–are standard on the GLX. GTI prices start at $19,800 for a GLS. To get the V6-equipped GLX the base jumps to just over $23,000. Our GLS test car stickered for $20,470 with the leather interior and Monsoon sound system.
Sure, you’ll see plenty of them tricked out with big wheels and bigger subwoofers, cruising at ten miles per hour with a caravan of import hatchbacks, because the GTI’s handsome, blank-slate styling, great road manners and familiar nameplate appeal to customizers. And that’s a good thing. Just remember to let it loose on a twisty road once in a while, because it’s also a delightful car to Drive, with a capital D.
Specifications:
All specs are for the 2001 Volkswagen GTI GLS1.8T, which we tested.
Length: 164.9 in.
Width: 68.3 in.
Height: 56.9 in.
Wheelbase: 98.9 in.
Curb weight: 2860 lb
Base price: $19,800
Price as tested: $20,470
Engine: 1.8 liter turbocharged four-cylinder
Drivetrain: five-speed manual, front-wheel drive
Horsepower: 150 @ 5700 rpm
Torque: 155 @ 1950-4500 rpm
Fuel capacity: 14.5 gal.
Est. mileage: 24/31
6/2009 update: The GTI is an expensive used car; it’s held its value better than many of its contemporaries. That said, it’ll return the favor in fun-to-drive-ness.
2000 Toyota Celica
Jun 19th
Some cars seem to smile at you. Others look shyly away, trying to fade into the woodwork. And a few, like the 2000 Toyota Celica GT-S, seem to sneer menacingly while taking a long drag from a stubby cigarette and daring you, just daring you, to keep staring.
That bold, brash face is there for a good reason. Sports coupes live a hard life in an overcrowded market that seems to be driven by ADD. Falling even slightly out of style can spell death for a model, no matter how good a car it is. “Be noticed or die” is the motto, and it’s a credo to be ignored at one’s peril, as cars like the VW Corrado, Nissan 240, Ford Probe, Eagle Talon, Nissan NX2000, Geo Storm and Isuzu Impulse can attest.
The Toyota Celica has flourished in this market, primarily through a process of regular reinvention. Its various incarnations have ranged from tarted-up economy car, to understated sports coupe, to rally hero, to poseur, and now it’s all-new again. The previous-generation Celica was something of a letdown in the performance and drama department, and so the new car has addressed that point in spades. Looking not unlike a cross between an enraged cat and a massive, futuristic Rollerblade, the 2000 Celica stands poised to take on all comers.
The Celica’s new face ensures that drivers of the GT-S model will appear to be prowling the streets looking for a fight. Sharp angles, wheels pushed to the corners of the car, and a wide stance give the Celica a pulled-taut look. It’s a very complex design; for the first few days of the test, we saw a new angle every time we walked around the car. The triangular headlights bulge up slightly, making space for foglights inside the unit and adding some relief to the hood. The wheels are a classic five-spoke performance design, and the brake hardware is clearly visible through them, emphasizing the Celica’s purpose in life. A tight, arched crease starts around the A-pillar and arcs through the body of the car to the back, terminating at the high, squared-off tail. The vertical seams of the hatchback’s lid define the square taillights’ shape, and then carry down into the bumper to give the Celica’s tail an upright, chopped-off look reminiscent of a dog with a cropped tail. A squared-off spoiler, optional on the GT-S, completes the look.
The interior is a far cry from the small, personal-luxury bent of the previous Celica. Drab plastics are replaced by a riot of shapes and colors that wrap tightly around driver and passenger. It’s almost as snug as a Miata, but is definitely less friendly. The Celica is a fighting car, if such a thing exists. Orange-lit gauges–analog for speedo and tachometer, digital for the ancillaries–fill the display in front of the driver, and the nicely textured wheel begs to be held with both hands. The shifter is directly under the driver’s right hand, ready to be snapped into action. The seats are strongly bolstered, almost like racing seats. They’re comfortable enough for long drives, but tend to leave passengers feeling as if they’ve shed an article of clothing upon climbing out. The back seat is a cage; what passengers do fit can barely see out the tiny rear windows. Unless you have very small friends, the Celica is best kept a two-passenger car. The cargo area is very well done. A net and bins ensure that nothing’s going to slide around. The heavy hatchback can be hard to close firmly. The six-speed transmission features a backup alarm, which chimes to let the driver know the car is in reverse rather than first gear. It’s a nice touch, especially because backing up is one of the hardest things to do in a Celica. That high tail and slim rear windows cut visibility behind the car to a sliver. Our test car was also equipped with the optional sunroof, whose sliding, two-piece shade seemed a bit flimsy. Otherwise, though, the Celica’s interior is as intricately detailed and well-executed as the exterior.
But enough of a design analysis: where the Celica GT-S really wants to be, of course, is in motion, and it’s not going to respect you until you’re rough with it. Run the 1.8-liter DOHC four up to 7000 rpm. Go ahead. You won’t hurt it. The power kicks back in around 6300. It’s not the greatest singer, but the raspy note at high rpms turns heads. That long powerband and high redline are thanks in part to Toyota’s VVTL-i system, which uses a computer to increase the valve lift at high rpm. This boosts the four-cylinder’s output, just when it needs it. All in all it’s good for 180 horsepower, which is more than enough to keep it in the game against rivals like the 170-hp Acura Integra GS-R Lesser sports coupes will see a lot of the Celica’s squared-off rear end.
Power is put to the wheels through a six-speed manual transmission. The six-speed and VVTL-i allow the Celica to be hammered comfortably in third or fourth on roads that normally require much more shifting. If you do decide to shift, heel-toeing the six-speed takes getting used to. We never managed to. Shifts can be a little bit notchy, and the clutch action is on the heavy side. The addition of the tall sixth gear also allows for relatively sedate freeway cruising. But to be honest, the Celica is never “sedate.” It wants to go, go, go, and begs to be hammered at eight-tenths or better all of the time. The urgency can get a little bit nerve-wracking in day-to-day traffic. Even with the available automatic transmission, Formula One-style shifting paddles mounted on the steering wheel urge the driver to wring every last bit of performance out of the car.
True to its fighting-car mission, the Celica is easy to drive fast. Fat 16″ wheels and a performance-enhanced suspension, coupled with the laid-back driving position and good front visibility, make it easy to feel what the car is up to. It’s very tossable, and it wants to be tossed. Corners and fast on-ramps can be attacked with the greatest of ease. The Celica is a top-flight companion in this regard. It’s a little oversteery when pushed, which is surprising in a front-wheel-drive car, but easier to correct than understeer. The grip is good, surprisingly so, but the Celica is easily upset by road wrinkles.
In keeping with the Celica’s driving-oriented mission in life, the frills are kept to a minimum. The requisite CD-equipped stereo sounds great, and Toyota’s control layout is very easy to use. ABS and side airbags are optional. AC and cupholders more or less comprise the rest of the amenities. The 2000 Celica is available in GT and GT-S models. The GT gets a less frenetic, 140-hp version of the GT-S’ high-strung four-cylinder. Pricing for the hot GT-S starts at $21,165. Our test car was equipped with the optional sunroof and rear spoiler, and stickered for $24,669.
All specs are for the 2000 Toyota Celica GT-S, which we tested.
Length: 170.5 in.
Width: 68.3 in.
Height: 51.4 in.
Wheelbase: 102.4 in.
Curb weight: 2,500 lb.
Cargo space: 16.9 cu.ft.
Base price: $21,165
Price as tested: $24,669
Engine: 1.8 liter 16-valve four-cylinder
Drivetrain: six-speed manual, front-wheel-drive
Horsepower: 180 @ 7600 rpm
Torque: 130 @ 6800 rpm
Fuel capacity: 14.5 gal
Est. mileage: 23/32
6/2009 update: There don’t seem to be many Celicas out there any more; high attrition and purchase by indifferent owners has probably taken their toll. The curious styling, which graduated quickly from “unique and aggressive” to “weird,” probably hasn’t helped.