Automotive Reviews
Posts tagged convertible
2001 Mitsubishi Eclipse Spyder GT
Jun 19th
True story: within minutes of the 2001 Mitsubishi Spyder’s arrival, it was being scrutinized by the owners of a Camaro Z28 and a 4.6-liter Mustang GT with an aftermarket exhaust and a modified airbox. “Three-liter 24-valve V6, two hundred horsepower,” the Mustang’s owner told us, without having to ask. He looked at the Camaro’s owner and grinned. “It’ll go pretty good, but he can’t run with us,” he said.
Luckily, the Spyder isn’t expected to go head-to-head with 300-horsepower, rear-drive pony cars. Or is it? It’s less frenetic and intense than those cars, but clearly more sporting than cars like the Chrysler Sebring and Toyota Solara droptops.
There might not be anything quite like the Spyder on the market these days. It comes in more expensive and refined than the V6-powered ponycars from Ford and Chevrolet, but it pales in comparison (and price) to the sportiest, V-8 equipped models. The Eclipse’s traditional front-driving competitors the Toyota Celica and Acura Integra don’t have convertible versions. And potential sporty competitors like the BMW 328 convertible and Saab 9-3 convertible cost a heck of a lot more.
The Eclipse Spyder was introduced in 1996. With the Eclipse’s 2000 redesign, the Spyder naturally had to follow, and it enters the market for 2000 with the same new fresh face. Like the coupe, the new Spyder is more relaxed than the previous model. It’s less of a stoplight dueler than it used to be. But that’s not a bad thing (unless you’re one of those duelers, of course).
The design theme that’s quickly spreading to every corner of Mitsubishi’s product line is something that the company calls “geo-mechanical.” Unlike the smooth, organic shapes of competitors like the Integra and Celica, the Eclipse Spyder is very defiantly a machine. The Spyder’s body curves out to a high midline and then drops almost vertically to the ground, centering the look of the car on its connection to the ground. The Spyder looks like a slot car, stuck magnetically to the road. Up front, the rounded-headlight-under-glass look currently in vogue is there, and a stack of three grille-like strakes starts beneath them and runs the length of the car to create the distinctive door texturing. The fenders are neatly flared. In contrast to the heavily sculpted sides, the hood and decklid are smooth, so the sculpturing never looks overdone. The rear treatment mirrors the front, with round taillights living in triangular pods and the strakes reappearing low on the bumper.
Inside, the changes to the Spyder are equally profound. Previous models sported a heavy cockpit theme, with driver and passenger tucked in on either side of a large console, and the instrument panel angled heavily toward the driver. The new Spyder is much more open, with a rounded, T-shaped dash. The car feels large inside–the back seat isn’t a completely improbable concept, as it is in most convertibles this size. The driving position and chair-backed seats are excellent appointments for a day-long drive. That’s not to say, again, that the Spyder has gone soft. The seats are heavily bolstered to keep everyone in place during hard cornering. The bolstering is cut out at shoulder level to help the driver retain free arm movement as well, a nice touch. With the top up, visibility through the small, oval rear window is terrible. Luckily, the top doesn’t have to stay up for long. With the flip of two latches and the press of a button, the Spyder’s top performs a 15-second disappearing act and you’re ready to enjoy the sun. The rubber-lined, red-lighted cubby below the sound system is a nice touch; the location of the cupholders directly behind the shifter, where the driver’s elbow is bound to take out a McDonald’s cup while shifting from third to fourth, is not.
The 200-hp 3.0 liter V6 comes to life with a very satisfying burble. Less powerful than its turbocharged four-cylinder ancestor it may be, but the Spyder makes up for it with plenty of V6 torque and an arguably better sound. It’s content to cruise at relatively low speeds, more docile and refined than the leash-straining Toyota Celica GT-S. Unlike some other sports coupes, the car doesn’t feel disappointed if you don’t launch it at every opportunity. That’s not to say that the Spyder doesn’t like being driven hard, of course. It just doesn’t insist upon it.
Rough pavement does unkind things to convertibles, and the Spyder is no exception. We experienced a little bit of cowl shake (in which the front and rear of the car seem to be twisting in different directions) on the uncertain surfaces. It was only noticeable on the cruellest of roads, however. On smooth roads, the Spyder is perfectly solid. And it’s happy on good roads, too. There aren’t many convertibles costing less than fifty thousand dollars that feel as though they’d be comfortable for a long trip, but the Spyder manages that.
The Spyder is the flagship of the Eclipse line, so it’s well-equipped. Our test car, a GT model with the larger V6 engine (the lesser Eclipse Spyder GS has a four-cylinder) featured a manual transmission and leather interior, and stickered for $25,237. That’s about $14,000 cheaper than a Saab 9-3 convertible, and certainly better than hacking the roof off of Toyota Celica (although it should be noted that Toyota may be acting upon that very impulse before long).
Inferior to its predecessor? We think not. Call us crazy, but we’re willing to give up ten horsepower and a turbocharger for a more modern design, a more comfortable interior, V6 torque–and a convertible top, which (as yet) isn’t offered on the Integra, Cougar, or Celica. And if that’s not good enough, you can always go to a tuner for the first inevitable turbocharger kit, and go run with those Mustang and Camaro guys.
Specifications:
All specs are for the 2001 Mitsubishi Eclipse Spyder GT, which we tested.
Length: 175.4 in
Width: 68.9 in
Height: 52.8 in
Wheelbase: 100.8 in
Curb weight: 3241 lb
Cargo space: 7.2 cu.ft.
Base price: $25,237
Price as tested: $25,837 (est.)
Engine: 3.0 liter SOHC 24-valve V6
Drivetrain: five-speed manual, front wheel drive
Horsepower: 200 @ 5500 rpm
Torque: 205 @ 4000 rpm
Fuel capacity: 16.4 gal
Est. mileage: 20/27
6/2009 update: I still like the looks of the “geo-mechanical” Mitsubishis, though time hasn’t been kind to the Eclipse’s reputation. That horrible second “Fast and the Furious” movie probably didn’t help. Eclipse convertibles seem to get a bit rubbery as they get old, too.
2009 Mercedes SLK350
Dec 8th
“Oh, man!” said one of the coworkers at my summer job when I pulled up in the new Mercedes SLK350. “So be honest with me–is this the most expensive car you’ve ever tested?”
I had to tell him that no, not exactly. The SLK350 is actually the freshly redesigned junior member of Mercedes’ roadster family, and stickers for less than $50,000. In terms of curb appeal, though, it’s clear that the SLK’s new face, more powerful engine and upgraded interior are easily worth six figures.
Introduced in 1996 with the first wave of drop-top roadsters coming from Germany, the SLK has always been the plushest member of the fraternity, which currently includes the BMW Z4, Audi TT and Porsche Boxster. It was the first of the bunch to let the sun shine in with the use of a retractable hardtop instead of a canvas convertible roof. Though it’s got some sporty moves, the SLK is distinguished by being the most comfortable in its class, a sporty boulevard cruiser that’s comfortable enough to drive cross-country.
Redesigned for 2008, the SLK gets major revisions to its V6 engine to up the performance ante. The 3.5 liter V6 engine provides decent performance, though even with 300 horsepower on tap the SLK doesn’t feel as hard-edged as its competitors. Displacement has not been increased, but a new intake manifold and valvetrain modifications are responsible for the power increase. The high-revving V6 is happy at just about any speed, and returns mid-twenties fuel economy on the freeway as well, giving the SLK a five hundred-mile range if it’s driven gently. The new seven-speed automatic transmission does its part as well; with more ratios to choose from, the V6 is more efficient. The SLK350 is the middle child of the lineup; it’s bracketed by the 228-horse SLK300 and the 355-horse SLK55 AMG.
The SLK350’s performance is entertaining, but serious sports-car fans will find it only mildly amusing. Then again, those folks rarely slow down to enjoy the scenery, and the SLK makes it comfortable to go fast or slow. The suspension is fully independent, with two-piece control arms and coil springs up front and a five-link rear. Anti-squat and -dive geometry keeps the SLK350 level under hard acceleration or braking. Standard stability control means that the rear-drive SLK350 keeps its composure in the wet, and this is a solid-feeling little roadster that never quailed when asked to deal with Detroit’s less-than-friendly road surfaces. A new direct-steer system makes the SLK more engaging than previous versions, taking much of Mercedes’ trademark numbness out of the drive. On average roads, at legal speeds and without a stopwatch counting the fractions of seconds, the little Mercedes is great fun to drive. You can push it harder than that, and it’ll do as it’s told, but it’s clear all the time that F1-grade corner carving is not the SLK350’s forte. It’s almost too soft-hearted to be considered a sports roadster, though the lack of a back seat and the ultra-compact dimensions put it in that class.
Track numbers aren’t everything, of course, and the SLK is just as happy being an automobile of leisure. The SLK remains the most elegant of the various compact two-seat roadsters on sale. The SLK’s redesign gives it show-stopping looks. This may be one of the junior members of the Mercedes family, but you wouldn’t know that from the curb, and more than one onlooker was surprised to learn that the SLK didn’t come with a six-figure price tag. The sleek, raked-back looks of the full-size SL roadster have been combined with Formula One cues like the strongly V-shaped front splitter and large Mercedes badge to create a sporty, upscale look that’s unique. The rear of the car has also been restyled, with smoked taillights, quad exhaust outlets and tough-looking ground effects. The SLK looks restrained and powerful at the same time.
The SLK’s interior has been revised for a sportier, driver-oriented feeling. Even with snug seats, an aggressive, racing-style instrument panel and a laid-back driving position, however, the SLK still exudes an air of elegance that puts it above the league of the Miatas and Solstices of the world. A choice of burr walnut or black ash woodgrain trim decorates the dash. Driving free of distractions is aided by the Bluetooth-compatible phone and voice-command system. These, and the available iPod controller, are all linked through the instrument panel for ease of use. There’s also an SD memory card slot in the dash, and the navigation system’s screen is larger for easier reading. The available harman/kardon Logic 7 sound system provides powerful tunes with the roof open or closed. And speaking of the roof, it doesn’t seem to matter that even Pontiac’s doing a retractable hardtop these days; popping the SLK’s top conveys celebrity status in just twenty-two seconds, as people crowd to watch the roof raise up, fold itself, and slide neatly into the trunk. I was able to enjoy top-down driving in Michigan’s balmy fall weather thanks to the unique AIRSCARF system of air vents that blow warm air across the driver and passenger’s shoulders when the top’s down.
It’s almost impossible to go wrong when you’re talking about two-seat, top-down motoring, so it boils down to a matter of style. If you’re looking for sports roadster thrills combined with long-distance capability, wrapped up in a packaged that will make the valet parkers smile with respect when they see you coming, the SLK350 might just be your ticket. It’s a Mercedes, of course, so you’re going to pay for that status. Pricing for the SLK350 starts at just under $50,000, but the options add up quickly. My test car featured satellite radio, the AIRSCARF and heated seats, a navigation system and the harman/kardon sound system, and stickered for $60,225.
Specifications: All specs are for the 2009 Mercedes SLK350.
Length: 161.5 in.
Width: 70.4 in.
Height: 51.1 in.
Wheelbase: 95.7 in.
Curb weight: 3318 lb.
Cargo space: 9.8 cu.ft. (top up); 6.5 cu.ft. (top down)
Base price: $49,950
Price as tested: $60,225
Engine: 3.5 liter DOHC V6
Drivetrain: seven-speed automatic transmission, rear-wheel drive
Horsepower: 300 @ 6500
Torque: 265 @ 4900
Fuel capacity: 18.5 gal.
Est. mileage: 18/26
2008 Dodge Viper
Aug 1st
The Dodge Viper is different from most performance cars, because of a very specific X-factor. You get in, and it’ll tell you from the first twist of the key, if you’re listening: This car could kill you.
Now, objectively, any car could do that. The Viper, however, is a machine to be treated like a loaded gun. It’s a serious, serious piece of equipment. If things go wrong in this 600-horsepower monster, they’re going to go bad so quickly and at such high speeds that there won’t be much chance of recovery. Do something stupid in a Viper and it won’t hesitate to turn on you. There aren’t many cars this serious, and in the Viper, the potential danger is written in every curve of the sheet metal.
That’s always been the draw, of course, and Dodge didn’t do anything to dull the Viper’s fangs with the redesigned 2008 version. Externally, the only differences are a new hood and a wider range of color choices, but under the skin, the ’08 Viper packs a massive horsepower increase and handling refinement.
Yes, you read that first number right: 600. The reworked 8.4 liter V10 under the Viper’s considerable hood has been updated and upgraded, the better to keep up with the 500-horse Corvettes and Mustangs coming out of factories in Detroit and Bowling Green these days. The Viper’s all-aluminum mill remains basically the same; the updates are in the details. The old Viper V10 was re-bored, and the SRT engineers made significant changes, including a new track-friendly oil pickup and a larger oil pump. Compression was bumped, and variable valve timing and cam phasing are used for a combination of big power and a smooth idle–the new Viper is actually more refined than previous, less powerful versions. Revisions to the head and a new intake manifold are where most of the increased horsepower comes from. The fuel injectors have moved into the head itself, though the Viper’s engine doesn’t go all the way to direct-injection. The cooling system has also been upgraded with electric fans. All of that engineer-speak isn’t as sexy as the result of course: 600 horsepower and 560 ft-lbs of torque.
To help get that power to the road, there’s a new Tremec transmission with a twin-plate clutch. The shifter is shorter and more precise, and working the new Viper’s gears is surprisingly easy. A new speed-sensing limited-slip differential helps get the power to the road without drama. That doesn’t mean you won’t still get a hard shove sideways when you flat-pedal the Viper from first to second, of course, but it’s easier to modulate. The big V10 drones at normal speeds. On public roads, it’s loafing–sixth gear is a superfluous exercise in turning 1000 rpm at 60mph. Launching the Viper on public roads is an experience in overkill as well. Give it half-throttle, squeeze for a heartbeat, then shift from first to fourth, because you’re already going 60. The Viper is rated to reach and cruise at 200 miles per hour, should you have a spare race track. This car will reach ludicrous speeds with a suddenness that many drivers won’t be able to handle. Expect many Vipers to be destroyed at the hands of drivers with more money than sense.
For all of that, it’s docile at city speeds, if treated with proper care. The Viper has been around since 1992, and it’s been getting more refined the whole time. With this much power, contact with the road is vital. The Viper does this with 18×10″ wheels up front, and massive 19x13s in the rear. Michelin Pilot Sport tires offer an improved ride without sacrificing grip. The suspension architecture hasn’t changed, but the fully independent, coil-over shock setup has been tweaked for better road manners and to handle the additional power. The Viper has gotten surprisingly…well, not civilized exactly, but it’s a lot easier to live with than it used to be. It feels solid on the road, in the same way that a Corvette feels big and planted, without any body flex. There’s a sort of all-over reaction to bumps and inputs, similar to a race car’s. Even the Viper roadster isn’t the least bit flimsy or wobbly–or, if it is, your standards are insanely high. That’s what an American sports car feels like–powerful, torque for ages, and above all, big. This car claws its way confidently through corners and rides on rails. The limits are high, and it’s best not to be afraid to use the Brembo 4-piston brakes to keep the Viper in line. After all, it may seem tame, but it’s looking for your weakness.
Five new colors brighten the lineup, including a very cool metallic lime green called “Snakeskin.” Style-wise, there’s a new “screen-door” hood with larger scoops and heat extractors and some additional wheel choices. The sinister, ground-hugging silhouette hasn’t changed. Though production numbers will remain low as always, there’s a greater range of personalization features available for ’08. Two-tone interiors, a choice of interior trim and the new palette allow Viper owners to perfect the look of their vehicles.
If you’re brave enough to slip in behind the wheel, you’ll find yourself in a tight, businesslike chamber. The A-pillar and windshield header are close to the driver’s head, and the racing-style seats press your elbows forward. Tallish sills give the feeling of being engulfed in the Viper. The hood contours are somehow much more exaggerated from the driver’s seat; the fenders are like walls on either side of the hood, and you can see the heat coming through the larger hood vents at stoplights. The driver is faced with a simple pair of gauges, and a set of white-faced ancillaries running down the left side of the console. Beyond that it’s simple–big center hump with a small cubby, Dodge parts-bin radio, HVAC, and that’s about it. Cupholders? Forget about it. Cargo space? Enough for a small bag or two. Then again, you weren’t planning to use your Viper to travel anyway, were you? The roadster’s Z-fold top is manual, and drops easily to nestle beneath the big trunklid. Because the trunk must be open to raise or lower the top, it’s not a stoplight action, but it is quick.
It’s not a car to be taken (or driven) lightly, but for those who are willing to brave the danger, the Viper is an immensely rewarding drive. With big power and equally big performance, the stakes are high but the potential fun-factor is also sky-high. The improved appearance is just the icing on the cake. What the Viper will do is stomp just about any challenger in its price range or higher, and it’ll stomp you, too, if you’re not careful. You have been warned. This is a serious E-ticket ride, and prices start at $83,995 for the roadster and $84,075 for the coupe.
Specifications:
All specs are for the 2008 Dodge Viper SRT-10
Length: 175.6 in.
Width: 75.2 in.
Height: 47.6 in.
Wheelbase: 98.8 in.
Curb weight: 3440 lb.
Base price: $83,995
Engine: 8.4 liter OHV V10
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 600 @ 6100
Torque: 560 @ 5000
Fuel capacity: 16.0 gal.