Automotive Reviews
Posts tagged convertible
2000 Toyota Camry Solara convertible
01065 days
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 Mazda Miata
01065 days
Ten years. It’s been so long, and the face is so familiar, it’s almost enough to make you forget how incredibly special a car the Mazda Miata is. So if you have forgotten, or if you’ve never found out for yourself, we’re here to sing the praises of the Miata yet again. Yes, it’s a sports car, but it’s not your typical, testosterone-charged stoplight drag racer. The Miata’s not about aggression, it’s about playing. Having a Miata in the driveway is like having a friend who’s always asking if you can come out to play. Even if you’re stuck in the city, the Miata has the ability to make profound changes in the way you see the world. You will learn to enjoy the smell of diesel exhaust.
Introduced in 1990, the Miata reestablished Mazda as a maker of serious sports cars and single-handedly revived the two-seat roadster in the United State. The concept was simple, going back to the MG-TC and beyond: Mazda wanted to produce a small, light, no-frills car with the goal of spirited–not necessarily fast–motoring. The Miata isn’t about cupholders, asphalt-ripping horsepower, side impact airbags, leather-slathered opulence, or ULEV requirements (although, to be honest, some of those things did come later). The original Miata was aptly compared to the British roadsters of yore, with one crucial difference: it was reliable. Miatas have always been among the most reliable cars on the road, in fact. The car was built largely unchanged from 1989 to 1998, outliving such competitors as the Mercury Capri and Alfa Romeo Spyder. Over 500,000 Miatas have been sold around the world.
In 1999 Mazda redesigned the Miata, to renew the car’s spirit and keep it in the game against more expensive upstarts from Porsche, Mercedes, and BMW. For 2000 the Miata faces more competition than ever, from Honda and Toyota. It’s ready for the challenge; the almost intuitive combination of charm and functionality in the Mazda is not an easy thing to create or copy.
The design is a familiar one, but the details have changed. Onlookers will note right away that conventional door handles have replaced the delicate chrome single-finger pulls of the original, and that the headlights are now exposed. As you get to know the Miata, you’ll notice subtle curves where the central hood bulge meets the fenders and the arch of the rear fender over the wheel. The Miata has the filled-out look of a well-exercised cat. The Miata’s face is also feline, with almond-shaped headlights and a nose that seems to narrow to a tiny snout. Our test car was equipped with the optional fog lights and spoiler, which take away some of the design’s refreshing simplicity; we thought it looked better without them. There’s a hump in the decklid, a character line that’s exaggerated from a similar bulge on the original Miata. The new design carries the playful spirit of the original car forward rather than redefining it. All of the original Miata’s lines are present in the new car.
Inside, the Miata is equally familiar, to those who have had the pleasure. Everything is close. The car wraps tightly around the two seats, all but making the occupants part of the car. You’re close to the ground. The bumpers of four-wheel-drive pickup trucks are close to your head. It feels like you’re low enough to drive under parking garage and tollbooth arms (and you can, in fact, slip under some of them). The straightforward, old-school gauges and great-feeling Nardi steering wheel ahead of the driver keep the Miata’s vitals in touch. Radio and heater controls are easily within arm’s reach, simply because there’s no way for them to be any farther away. The seats are small, and just comfortable enough for a three- or four-hour drive. There’s not a lot of storage space, but both the glovebox and console cubby are lockable for top-down security. Best of all, the manual top is light enough to fold from the driver’s seat. Just flip two latches and throw it back. It can be done at a traffic light, if the mood strikes you. Putting it back up is equally simple. The Bose sound system sounds great, even with the top down. Find your favorite CD and play it loud, just to let everyone know how much fun you’re having.
It’s hard not to have fun, even if your pulse isn’t quickened by the smell of burning rubber. Although it’s a bona fide sports car, the Miata isn’t about septum-deviating acceleration. 140 horsepower is plenty for the tiny car, but it’s far from excessive–the similarly sized Honda S2000 boasts well over 200. All that this means is that the Miata can be grand fun without breaking any laws. It can be grand fun even if you use it as a commuter car. With the top down, it gets you involved in your surroundings almost as effectively as a motorcycle. Unlike many sports cars, the Miata doesn’t demand to be pushed hard. It doesn’t shirk that duty, of course, but it’s fun at low speeds as well as at eight-tenths. The car encourages low-speed play. The 1.8-liter four revs eagerly, and provides enough power to press you into your seat all the way to its 7000-rpm redline. Our Miata LS test car was equipped with a Torsen limited-slip differential, which kept the rear tires from spinning away speed on quick bends.
With the engine and rear differential providing a racer-style backbone for the car, the Miata blends with the driver at any speed. Wish-quick steering and a five-speed manual with the shortest throws this side of a racecar help. Changes of gear or direction happen as quickly as you can think of them–a bonus in rush hour traffic as well as on a spirited, aimless drive. When pushed hard, the rear end will start to come around if you let it, but it’s extremely controllable. The Miata communicates its intentions to the driver loudly and well. A driving-oriented double-wishbone suspension at all four corners improves the little car’s reflexes. Our test car’s 195/50R-15 Michelin tires lost grip quickly on rough surfaces, but the suspension remained controlled. With better tires, the Miata would be positively glued to the road.
With the top up, the roadster is quiet at 70. A windblocker is available; we never needed it. The manual top is nicely sound-dampened, and fits snugly. We experienced no flapping or booming, even in a particularly fierce crosswind. The new glass back window is also welcome–no worries about clouding or scratching, as with the original car’s plastic window. Top down, passengers can wear hats on the freeway–although we wouldn’t recommend it.
The car itself, of course, comes with plenty to recommend it. A Convertible option package plushes up the Miata with power accessories and cruise control. A Suspension package delivers a more tossable roadster. Mazda’s three-year, 36,000-mile warranty and roadside assistance only make a good deal better. Our test car was equipped with the optional ABS and “Appearance Package #1,” and stickered for $26,820. And for those who are still uncertain about dropping over $25,000 on a car that can’t carry more than four bags of groceries, the Miata comes with a pre-assembled body of friends, in the form of the 25,000-plus member Miata Club.
Specifications:
All specs are for the 2000 Mazda Miata LS, which we tested.
Length: 155.3 in.
Width: 66.0 in.
Height: 48.3 in.
Wheelbase: 89.2 in.
Curb weight: 2332 lb
Cargo space: 5.1 cu.ft.
Base price: $23,995
Price as tested: $26,820
Engine: 1.8 liter DOHC 16 valve inline four
Drivetrain: five-speed manual, rear wheel drive
Horsepower: 140 @ 6500 rpm
Torque: 119 @ 5500
Fuel capacity: 12.7 gal.
Est. mileage: 25/29
6/2009 update: The Miata was so charming that I ultimately ended up owning one. They’re trouble-free cars used; mine did 140,000 miles without complaint, and that kind of performance isn’t uncommon.
2000 Mercedes SLK230
01065 days
Just like an old Packard or Stutz roadster, the Mercedes SLK230 begs to be driven carefully into the middle of a field and parked in the tall grass while you and a loved one enjoy the summer sun over a picnic lunch. It should come with a picnic basket and a checkered blanket as standard equipment.
The littlest Benz available in the United States came into being as part of the resurging two-seat roadster market. As BMW, Porsche, and Audi made plans for small roadsters, Mercedes followed suit, and the result was the SLK. Introduced in 1997, the SLK stands out from its competition with one distinctive feature; a folding hardtop. At the flick of a switch, the SLK transforms itself from coupe to roadster in less than thirty seconds, much to the delight of onlookers. With its laid-back style and Mercedes reliability, the SLK has made many friends during its three years of production. For 2000, Mercedes is offering a pair of special trim packages.
If cars produced offspring, the SLK would clearly be a Mercedes puppy. The family look is well-represented, with the traditional three-pointed star up front and a body that rises slightly, wedge-like, to a short, upright tail. The large head- and taillights and 17″ wheels look oversized on the stubby body, as if the car was expected to grow into them in a few years. Like most convertibles do, the SLK looks better with the top down, although the body-color hardtop gives it an elegant small-coupe profile when in place. Our test vehicle also featured the AMG-designed Sport Package, which includes the familiar Mercedes/AMG Monoblock wheels and “aerodynamic enhancements” on the front spoiler and sides. The cladding gave our SLK a chunky look, and we think it looks more svelte without the add-ons. The hood is nicely contoured; the twin “power domes” look good from the driver’s seat.
Inside, the SLK feels substantial for such a small car. The doors close with the solid feeling one has grown to expect from a Mercedes–or from a bank vault. The cabin is snug, but feels roomier than that of a Miata, Boxster, or Z3. The two-tone leather interior breaks from the typically somber black Mercedes interior. Blue and charcoal leather cover the seats, console and dashboard, filling the snug cabin with color that’s just this side of garish. For the less fashionably minded, Mercedes offers a basic charcoal interior. Instead of wood, the SLK’s cabin is accented with dark gray carbon fiber-look trim. The gauges are intricately lettered in a nice retro touch, as are the chrome rings around each of them. Thanks to the retractable hardtop’s big back window, visibility out is good even with the top up. The SLK’s beltline is rather high, but the car doesn’t feel like a bathtub. The wide, flat seats speak of the Mercedes’ touring urges; they’re comfortable enough for normal and freeway driving, but high-speed antics will have driver and passenger sliding around uncomfortably. But it’s not hard to just relax and be coddled by the SLK. Air conditioning can be set to different levels for driver and passenger, and heated seats are an option. The Bose sound system takes a great deal of getting familiar, however. It’s not one that can be figured out while driving. At least it sounds good.
Being a Mercedes, the SLK is less outgoing than the BMW Z3 or Audi TT. It’s more reserved than a Miata. It’s more a four-wheeled touring bike than a sports car, regardless of what Mercedes says it is. Cargo space is similar to a touring bike’s, too. With the top down, luggage space is reduced to a narrow slice of the trunk below the folded roof.
On the road, the SLK moves along smartly. The supercharged 2.3 liter four-cylinder makes 185 horsepower, which is more than adequate for the tiny Mercedes. The Roots-type supercharger squeezes the power on subtly, and works best at midrange rpm.. The SLK will go quick, but it wants to know what the big rush is about. The optional five-speed automatic transmission is smooth, thanks to a microprocessor that allows it to adjust to individual drivers’ habits, hills, and other irregularities that can cause an autobox to hunt for gears. As a result, the car never feels nervous or twitchy. The SLK does feel slower than the Miata, Audi TT and Z3, but the solid ride makes up for what it loses in sportiness. The SLK feels poised and confident, like an old-school Hollywood star.
Mercedes’ ASR traction control system is a marvel of inobtrusiveness. The system uses both brakes and throttle to control potential slides. That said, don’t think that it’ll stop the SLK’s tail from stepping out of line! Our test car demonstrated some surprising tail-happiness when all 185 horses reached the rear wheels mid-turn. Four-wheel discs and ABS are standard, of course. The ABS is as smooth and sophisticated as the ASR, thanks to Mercedes’ Brake Assist system. Standard in all current Mercedes models, Brake Assist determines when the driver is making a “panic stop” by measuring the speed and force with which the pedal is applied. When necessary, full braking power is applied by the car’s computer, reacting faster than most drivers can.
The SLK is a small car, but a safe one. Dual rollbars and reinforced A-pillars protect the occupants in the event of a rare rollover accident, and front and side airbags are standard.
Naturally, the standard features list is a long one. The SLK comes equipped with dual-zone climate control, a Bose cassette/CD sound system, cruise control, a wind deflector, fog lamps, an integrated garage door opener, and Mercedes’ anti-theft system. Our test vehicle was equipped with the optional heated seats, five-speed automatic, and the Sport package. It stickered for–hold on to your hat–$48,150. But when you consider that the only thing that’ll make a finer chariot for those late summer picnics is a classic Stutz or Cadillac roadster which is sure to run into six digits, the price doesn’t look so bad, does it?
Specifications:
All specs are for the 2000 Mercedes SLK230 Kompressor, which we tested.
Length: 157.3 in.
Width: 67.5 in.
Height: 50.7 in. (Top up)
Wheelbase: 94.5 in.
Curb weight: 3036 lb. (2992 w/manual transmission)
Cargo space: 9.5 cu.ft. (top up)
3.6 cu.ft. (top down)
Base price: $41,000
Price as tested: $48,150
Engine: 2.3 liter, supercharged inline 4 cylinder
Drivetrain: 5 speed automatic (manual standard), rear wheel drive
Horsepower: 185 @ 5300 rpm
Torque: 200 @ 2500 rpm
Fuel capacity: 14 gal.
Est. mileage: 22/30
6/2009 update: Still no picnic basket option, but the SLK is still a desirable sunny-afternoon roadster.