Fuel Infection
Automotive Reviews
2000 Toyota Camry Solara convertible
Jun 19th
Take an nice, staid Toyota Camry. Jazz the styling up a little bit with the help of some California designers. Reduce the number of doors from a family-friendly four to a singles-bar two. Now slice off the roof–but remember not to sacrifice any of that legendary Toyota Camry reliability or quality in the process.
Sound like a good idea? Toyota certainly thought so. Hot on the heels of the successful Camry-based Solara coupe, launched in 1998, comes a convertible. It’s Toyota’s first-ever midsize convertible, and has been designed specifically for the North American market with cars like the Chrysler Sebring convertible in its sights. Unlike the Sebring, however, production of the Solara convertible will be limited to less than 10,000 over the next couple of years.
Convertible Solaras begin life as coupes, and have their tops removed during the assembly process by long-time convertible top makers ASC. Although the basic underpinnings are pure Camry, the Solaras have a more distinctive look thanks to a sportier design by Toyota’s Calty Design Research studio in California. Where the Camry is relatively anonymous, the Solara wears a triangular face that’s slightly reminiscent of the more expensive Acura TL. A black trapezoidal grille is bisected by a horizontal chrome bar and Toyota logo. A prominent crease running the length of the car to a faintly tapering tail gives the Solara convertible an overall look not unlike that of a speedboat when the top is down. It’s a more expressive look than the Camry’s, but not as extroverted as a Ford Mustang, or even the Sebring for that matter.
As far as having a family look goes, Toyotas can be split into “Toyo-mild” and “Toyo-wild” camps. Cars like the new Celica and Echo fit in the “Toyo-wild” category, while the Solara convertible stays solidly in the former. It’s got a very smooth, finished and upscale look that belies its sub-$30,000 cost.
As can be expected, the Solara convertible is very much Camry inside. And that’s not a bad thing. Light colors abound, with a strip of wood separating the upper and lower halves of the dash. White-on-black gauges are easy to read, and the seats are higher off the floor than in other convertibles of this size (the Mustang pops to mind again) making them a great deal more comfortable. The Solara convertible has space for four people, which is unusual for a convertible of this size. The back seat is actually spacious, even with the top up. Legroom is a little tight, but this is a coupe, after all. Top down, there’s space to take three friends on a sightseeing tour. The cloth interior found in the Solara SE convertible is especially nice. The large glass rear window is much appreciated as well. We found only one nit to pick: both rear windows drop when the top is put down, and they raise with a single switch, which is hidden high up and low on the console. It’s kind of hard to find. That’s our only complaint.
On the road, the Solara convertible’s V6 is sedate and silent. Like its siblings, the mechanical workings of the car are as subdued as they can possibly be. Toyotas never feel like the complex machines that they are because they work so smoothly, and this one is no exception. The four-speed automatic handles shifts seamlessly. The overall driving experience is pure Camry, except for all that fresh air. The car’s mood depends entirely on your own: if you’re happy, it’s happy. If you’re not happy, put the top down. That’s what convertibles are for. The Toyota underpinnings churn away unobtrusively, leaving the surroundings to create the mood.
The Solara is Toyota’s first midsize convertible. A great deal of effort has gone into keeping its structural rigidity similar to the Solara coupe’s, and after one set of railroad tracks it’s obvious that ASC and Toyota have succeeded. Cowl shake and twisting feelings which tend to plague convertibles larger than two-seat roadsters are all but nonexistent in the Solara. Raising the top is a one-button affair.
At the top of the Camry line, the Solara is of course well-equipped. It’s available in SE and SLE models, with a 135 horsepower four-cylinder standard in the SE. A 200-horsepower V6 is standard in the SLE and optional in the SE. Options on the SLE include a 300-watt JBL sound system that was designed just for the Solara convertible, side airbags, and traction control. Price-wise, it comes in at $28,008, just above the Chrysler Sebring and just below the BMW 3-series convertible, with quality on par with both of those cars. With the limited production, Solara convertible owners are less likely to see themselves at intersections than Chrysler Sebring owners. The Solara’s docile nature and seamless Toyota operation make it a perfect mirror for the driver’s moods. And with the top down, that mood’s usually going to be a good one.
Specifications:
All specs are for the Camry Solara SLE convertible, which we tested.
Length: 190.0 in.
Height: 55.1 in.
Wheelbase: 105.1 in.
Curb weight: 3485 lb.
Cargo space: 8.8 cu.ft.
Base price: $28,008
Price as tested: $29,613
Engine: 3.0 liter, 24-valve DOHC V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 200 @ 5200 rpm
Torque: 214 @ 4400 rpm
Fuel capacity: 18.5 gal
Est. mileage: 19/26
6/2009 update: Solara convertibles are similar to the Chrysler Sebring convertible in spirit and in outlook, though the Toyotas are more reliable than the Chryslers in the long run.
2000 Saturn SL2
Jun 19th
Saturns and Mazda Miatas are unique among small, affordable cars in that they both come with built-in support groups. Just like the owners of British sports cars and classic muscle cars are eager to get together and show their support for their cars, Saturn owners have congregated at the Tennessee plant in a well-publicized outpouring of love for GM’s youngest division. So what does this say about the cars themselves? Not a thing, actually. Saturn’s fantastic dealer network and eager supporters usually get all of the press.
What’s behind all of the hype and emotion is a decent little car. Not outstanding, but not the worst of the bunch, either. The smaller of Saturn’s two body styles, the S-Series, features an update in for 2000 which incorporates suggestions from Saturn customers and ensures that the small coupe and sedan can keep up with the market.
The SL2′s shovel-nosed, slab-sided styling has always managed to stand out from the crowd among compact cars. It’s hard for a car to look both conservative and unique, btu the Saturn pulls it off. Up front, crystal headlamps flank a vee’d nose. The pattern continues up the hood, making it look longer than it is. Plain hubcaps or equally plain aluminum wheels are available. The new taillight treatment is also attractive, with bright yellow turn signals added to Saturn’s familiar rounded tail. An optional spoiler topped the trunk of our test car, adding a touch of sportiness to the little sedan. And of course, should you ever find reason to be annoyed with your Saturn, feel free to kick it–the front fenders and doors are made of dent-proof plastic. We doubt that the friendly SL2 will ever give you cause to resort to violence, however.
As passengers drop into the Saturn they’ll notice just that–the drop. The SL2 seems somehow closer to the ground than the average car. It’s almost like lowering oneself into a race car. The feeling of lowness is accentuated by an uncomfortably high cowl and beltline, which compromise rear visibility slightly and give the driver a “bathtub” feeling. Our other gripes with the interior focused on the console, which in our test car was loose and looked like a refugee from the Chevrolet Cavalier parts bin. Not a good thing. The design of the radio and air conditioning controls is new for 2000, but the new design is less user-friendly than the old one. The buttons are smaller, too. But there are positive things to say about life inside the SL2, also. Those seats, while low, are comfortable.
The 1.9 liter four makes 124 horsepower. Keep it at lower revs and it’s fine; stomp on the gas and the automatic-equipped SL2 responds with a belated, noisy downshift. Manual transmissions are a little more responsive. Neither is going to please hard-core car people, but then no one ever pretended that it would. Saturns are more about making friends than racing. The SL2 does its best work in town; congested traffic is often where small cars shine. The view out isn’t quite as good as in the taller Ford Focus or Toyota ECHO, but the Saturn is easy to handle in traffic. As the road widens and things begin to move a little faster, the SL2 complains a little.
We did note an unusually wide turning circle. The SL2 had trouble making U-turns that we’ve made without hassle in larger cars. Most other handling chores produced no problems. Despite the questionable visibility to the rear quarters, the SL2 inspires confidence in traffic. Oddly enough, we liked the Saturn S-Series more than we did the larger and more luxurious Saturn L-Series, both in town and on the freeway. The smaller car is more confident when it comes to stopping and turning, and seems to enjoy life more.
As a whole, the car falls mid-pack when compared to other small cars. Saturn’s commitment to customer satisfaction is what puts many owners behind the wheel. No-haggle pricing keeps the buying experience relatively pressure-free. Also keeping things friendly are Saturn’s prices. The Saturn SL2 starts at $13,755 for the sedan we drove, which is wallet-friendly Kia territory. Unlike the Korean car, however, air conditioning and an automatic transimssion are standard at that price. Our test car also featured a luxury package with alloy wheels, remote locks, the rear spoiler, ABS and traction control, and a leather interior, and was a good reminder for the budget-conscious to keep an eye on the options in the Saturn–thus outfitted our test car retailed for $18,550, which priced it on par with some much, much nicer cars.
Keep the options light, however, and the Saturn SL2 makes a great alternative to an inexpensive new or lightly-used car. And it offers something most of the other bargain-basement cars don’t either; a chance to feel special about your car. Just ask all those other Saturn owners.
Specifications:
All specs are for the 2000 Saturn SL2 with automatic transmssion, which we tested.
Length: 178.1 in.
Width: 75.7 in.
Height: 55.0 in
Wheelbase: 102.4 in.
Cargo space: 12.1 cu ft
Base price: $13,755
Price as tested: $18,550
Engine: 1.9 liter SOHC inline four
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 124 @ 5600 rpm
Torque: 122 @ 4800 rpm
Fuel capacity: 12.1 gallons
Est. mileage: 25/36
6/2009 update: Saturns continue to inspire the love and loyalty of their owners. They also continue to be average-to-mediocre cars. They’ll run reliably enough, though, and that’s what matters in the end to many buyers. Oh, and those plastic fenders may be dent-resistant, but they certainly aren’t shy about shattering!
2000 Volvo S40
Jun 19th
What’s this? A car has shown up on our doorstep, with a familiar Volvo badge and grill, yet nary a right angle to be found anywhere. And why is it so small? Is this really a Volvo, or some sort of corporate trick?
Relax; it’s just the 2000 Volvo S40. And before you accuse Ford of homogenizing Volvo with rebadged Contours and sullying the recently taken over Swedish make’s heritage, rest assured that the S40 and its wagon sibling the V40 predate the Ford Motor Company’s takeover. The smaller Volvo has been on sale in Europe for about five years. Its arrival in the States signals a push into something close to an entry-level market. The S40′s goal is to capture younger buyers who’ve been left cold by Volvo’s stodgy image, and to recapture the many Volvo faithful who’ve been priced out of contention as the entry fee for S- and V70s spiralled into the $40,000 range.
The S40 is also sporting a new look for Volvo. Like the curvy C70 coupe and convertible, the S40 has lost the box shape that’s been a Volvo hallmark since the 1960s. The result of the new direction is unfortunately a small step backward. The S40 is a handsome car, but also one that’s lacking a little for identity. It’s easily lost among other soft-edged sedans like Ford Contours, Honda Accords, and Mitsubishi Galants. That isn’t to say the S40 isn’t good looking, of course. It’s not the sort of car one would be ashamed of pulling up in front of friends or coworkers in. With the optional 15″ wheels, one might even be a little proud of it. The Volvo grille up front proclaims the car’s heritage proudly, and there’s a hint of the notched beltline “shoulder” that runs from front to back in the larger S80 sedan and V70 wagon. Overall, though, the S40′s styling is more subdued than that of its stablemates. From the rear, the rounded-rectangle taillights and high trunk could belong to any of several Japanese or European sedans, and the profile is much more German-Japanese than Swedish.
The interior is a contrast to the bland outside. Volvo personality all but swallows the driver up. That’s not a bad thing. The chunky steering wheel, squarish, substantial dash, and fantastic, supportive seats–all Volvo. Newcomers to Volvo and long-time veterans of the brand will come to love the S40′s seats. Light colors on the dash and surfaces give the car an airy, spacious feel, despite a rather high dash. New for 2000 is the center console, which is raised and made to look more like that of the more expensive Volvos. A thoughtful touch is a small pouch located just under the leading edge of each front seat, perfect for stowing small valuables like wallets and pagers out of sight. Less user-friendly is the racheting, flip-down driver armrest.
The undistinguished look is forgotten once the S40 is on the road. Like the interior, the driving experience is pure Volvo, in the best sense of the word. Forget what you’ve been told about Volvos being slow, wallowing, safety-first trucks, because for the past five years or so these European boxes have learned to dance. The S40 feels solid and substantial, but not heavy. The 165-hp turbocharged four-cylinder gets things going in a hurry, although a manual transmission would be nice. For now, Volvo offers only the five-speed automatic. The automatic is smooth, but it keeps the driver a little too far removed from the experience. With its comfort-geared tranny, the little Volvo is happiest on curvy B-roads without hairpins or speed-shaving stoplights.
Once given its head on a twisty road, the S40 loses is staid in-city demeanor and really gets into the antisocial joy of thrashing through curves. It feels stable at speed, with gentle understeer coming in predictably to let the driver know when things are getting a little out of hand. Revisions to the front suspension for 2000 include new McPherson struts and lower wishbones, and they improve the S40′s responsiveness on rough roads. The brakes are a little weak for a sports sedan–S40 competitors from Audi and BMW have the confident-stopping department all to themselves, unfortunately. The S40′s ABS is easily upset by uneven pavement, as well.
As with all of its cars, Volvo packs the S40 and its companion V40 station wagon model with safety and convenience features. The Inflatable Curtain side airbag protects passengers from side impacts and flying glass, and the whiplash protection feature (called WHIPS) available on the new V70 has filtered down to the S40 as well. The S40 received some of the highest marks in its class in European crash tests.
The S40 is well-equipped. A Dolby sound system, cruise, automatic climate control, and front and side airbags are all standard. Our test vehicle included option packages that added a trip computer, sunroof, and leather to the package. Traction control is also available.
Will the S40 bring new blood into the Volvo fold? It’s certainly got the credentials to. While not as all-out sporty as rivals like the BMW 3-series and Audi A4, the Volvo S40 offers European refinement for perhaps a less elitist crowd. Buyers considering cars like the Ford Contour, Mitsubishi Galant, Saturn LS2, or Volkswagen Jetta would do well to give it a look.
Specifications:
All specs are for the 2000 Volvo S40, which we tested.
Length: 178 in.
Width: 67.6 in.
Height: 56 in.
Wheelbase: 101 in.
Curb weight: 2855
Cargo space: 13.2 cu.ft
Engine: 1.9 liter turbocharged inline four
Drivetrain: five-speed automatic, front wheel drive
Horsepower: 165 @ 5250 rpm
Torque: 177 ft/lb @ 1800-4500 rpm
Fuel capacity: 15.9 gallons
6/2009 update: The first S40 is somewhat more faceless than even the average Volvo, thanks to its lack of ultra-boxy styling. The Volvo folks don’t usually show them that much love, and they aren’t a common sight compared to the second-generation S40, which was much more a member of the family.