Automotive Reviews
Posts tagged coupe
2003 Mercedes CLK500
Aug 26th
Good news! The traffic-stopping looks and technological wizardry of the $92,000 Mercedes CL500 coupe are now available in a smaller, more convenient package!
That is in no way hyperbole, either. Last year’s CLK was an excellent car, a perfect wallflower that would take you to the most expensive restaurant in town in style and then beat the pants off of a Ford Mustang GT on the way home. That car’s still here, under the surface, but now it’s drop-dead gorgeous. We think the new CLK500 is one of the best-looking cars on the road today, in fact. If nothing else, the redesign makes you wonder less where your $60,000 went.
The new CLK looks every bit its price tag. The now-familiar four-oval face has been raked sharply back, in the style of Mercedes’ show cars and the SL. The windshield and rear window are also steeply raked, and if you look close you’ll see that the new CLK500 is a true pillarless hardtop. Once a vital part of any automaker’s lineup, this B-pillarless body style all but disappeared in the 1970s. Its return is a welcome thing. With front and rear windows open, the CLK500′s cockpit is airy and cheerful, a perfect setting for a four-person cruise. Accenting the wide-open interior is a slight rise in the car’s beltline. The CLK500 is distinguished from the smaller-engined CLK320 by its black and chrome grill, a unique lower front fascia, and AMG-style wheels. Overall it’s much more striking than the coupes from BMW and Acura that it competes with.
Inside, the CLK exudes relentless luxury. It’s also bigger than its predecessor, especially for rear-seat passengers. You’re treated to a laid-back driving position, and a wonderful color-keyed interior in Mercedes style. The CLK does everything dramatically; even the cupholder emerges regally from the dash out of a hidden slot. The CLK features a cool “outer-ring” analog speedometer, which has a needle that pivots around the outer edge of the gauge. This frees up the center of the round gauge for a driver information display, as well as a cool, video-game style cruise control display. Poring over the car with an engineer friend revealed many of the behind-the-scenes perks Mercedes includes that make the CLK500 seem so effortlessly cool. You’ll probably never notice that the rear-seat heat vents have their own separate blower fan, for instance, or the seatbelt support which “presents” the belt forward to easy arm’s reach when you enter the car, then retracts when the engine is started. The owner’s manual is required if you intend to wade through the car’s many, many functions (especially the radio), but if you read the directions, the car can do just about anything. It’s equipped as well as any full-zoot luxury sedan, with rain-sensing wipers, “theater” lights that dim instead of just going off when the door is closed, and optional high-intensity discharge headlamps.
On the road, the CLK500 is about as wonderful as coupes get when it comes to high-speed cruising. BMW’s monster M3 is faster, of course, but the Mercedes is arguably more fun to hang out with. The 5.0-liter V8 is shared with the CL500 coupe, and puts out 302 horsepower. We’re big fans of Mercedes selectable five-speed automatic transmission, too. Unlike other “manumatics” which require the driver to choose a mode with the gearstick before being able to change gears, Mercedes uses an always-on, bang-up/bang-down system that’s a lot more useful in the real world. That said, we still wish the CLK500 was available with a true manual tranny. The TouchShift is silky smooth on the freeway, but when it comes to serious automotive playing, it just isn’t the same without a clutch pedal.
What the CLK500 excels at is eating long stretches of freeway. It uses twin-link struts in the front and a five-link setup in the rear. The ride combines the poise of a sports car with the smoothness of a luxury car. It’s less communicative than the ultra-responsive M3, but driving the CLK500 fast is still rewarding. A “staggered” wheel setup puts wider tires on the rear and makes the rear-drive CLK less inclined to break loose in fast turns.
The concern that sent the pillarless hardtop away in the first place was safety. Obviously, without a center pillar, side-impact protection is a grave concern. Mercedes has addressed this issue with a thick tubular “halfway” pillar that stops below window height. Front, side and side-curtain airbags are standard. To prevent accidents, Mercedes’ usual array of active safety equipment is along for the ride also: anti-lock brackes, traction control and stability control, and Brake Assist. Mercedes’ Tele Aid emergency service system is also included.
Now for the bad news. Like every other wonderful Mercedes product out there, you get what you pay for. CLK500 pricing starts at $52,865, and the options stack up quickly. Our test car was equipped with a sunroof and rear sunshade, six-disc CD changer, a hands-free Mercedes telephone, heated seats and rear parking assist. That bumped the bottom line up to $61,125. The six-cylinder CLK320 offers most of the same luxury as the CLK500 with less powerful performance, and starts at about $45,000.
Specifications:
All specs are for the 2003 Mercedes CLK500, which we tested.
Length: 182.6 in.
Width: 68.5 in.
Height: 55.4 in.
Wheelbase: 106.9 in.
Curb weight: 3585 lb.
Cargo space: 10.4 cu.ft.
Base price: $52,865
Price as tested: $61,125
Engine: 5.0 liter 24-valve V8
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 302 @ 5600
Torque: 339 @ 2700-4250
Fuel capacity: 16.4 gal.
Est. mileage: 16/23
2004 Chrysler Crossfire
Aug 2nd
It should be obvious from the design alone, but Chrysler’s brand-new Crossfire is definitely not a shy car. As soon as we got in, the Crossfire wanted to get on the freeway. It’s a proper “grand touring car,” and it certainly doesn’t like traffic. That attitude, as much as its rubberneck-inducing show-car looks, set it apart from the crowd.
The Crossfire rocketed into production after making its debut in early 2001 as a concept car. Chrysler showed a production version barely a year later, and it’s hitting dealers now. This baby coupe fits into roughly the same market niche as two-seat coupes like the Audi TT and Ford Thunderbird. It’s transportation for one or two people, with high style, and nothing more. But that’s not a bad thing; the Chrysler division needed a flagship, and the Crossfire serves that purpose admirably.
There’s no mistaking Crossfire for anything else on the road, thanks to the silhouette. A long hood sweeps up to the windshield and almost immediately drops to a dramatic fastback with a distinct, trapezoidal rear window. Because of the turret-top look, comparisons to the similarly low-roofed Audi TT are probably inevitable. The Chrysler has more relief and look-at-me power than the minimalist TT, especially in its louvered side aspect. Lines abound; the hood is raked by character lines, and a central “spine” runs from the grille to the tip of the Crossfire’s boat-tail. Up front, quad headlamps flank a bold grille in Chrysler’s latest family style; out back, large taillights and a prominent Chrysler logo ensure easy identification. The car hunkers down over big wheels–18″ up front and 19″ at the rear. Dual exhaust pipes exit in the center, like they did on all the old race cars. If you sense a bit of European mystique lurking in the oh-so-American lines, that’s because it’s built in Germany by long-time coachbuilder Karmann.
Inside, sharp automotive eyes will quickly discern the reason for the Crossfire’s rapid blast from fantasy to production; it shares a lot with the Mercedes SLK. Seats, dash architecture and switchgear are shared with Mercedes’ littlest roadster. Around these set pieces Chrysler’s designers have created a unique, three-tone interior that any SLK would be jealous of, however. The details are the coolest; the hood “spine” is mirrored in the dash and in the headliner, and the black-on-white gauges could be oversized vintage wristwatch dials. The Crossfire was just right for our narrow, six-foot-nothing frame, but taller and wider drivers will probably find the accommodations snug. Luggage space? There’s not much, but Chrysler does offer special fitted luggage for the Crossfire. Rear visibility is limited thanks to the tiny back window, and at 55 mph a pop-up spoiler more or less eliminates it entirely.
On the road, it’s quickly clear that the Crossfire isn’t a hard-core sports car. The 215-horsepower, 3.2 liter V6 comes more or less whole from the Mercedes SLK and produces adequate but not overwhelming power. Hooked up to an optional smooth, five-speed automatic transmission, it’s more relaxed around town than most hot rods. The Mercedes engine has the long freeway legs that the manufacturer is known for, and the Crossfire is happiest on the interstates. The five-speed automatic is selectable, but uses Chrysler’s AutoStick instead of Mercedes’ click-up, click-down manumatic. We prefer Mercedes’ tranny. A six-speed manual transmission is the standard gearbox, and helps to increase the Crossfire’s sportiness quotient.
Keeping the rubber on the road is a suspension consisting of double wishbones up front and a multi-link rear. This setup is pleasant enough on the SLK, but the additional body stiffness provided by the Crossfire’s fixed roof gives it slightly more responsive handling than its topless Mercedes counterpart. Anti-lock brakes are standard, and the Crossfire also features Mercedes’ Electronic Stability Program (ESP), a combination of traction control and yaw control that keeps the car on the straight and narrow when a loss of control is sensed. The Crossfire also has a tire pressure monitoring system.
Pricing is about par for the course for a luxury coupe. The Crossfire’s base price of $34,495 (including destination charge) is comparable to that of the Audi TT. The only options are the five-speed automatic transmission and high-performance Continental tires. With fitted luggage, heated seats and dual-zone climate control on the standard-equipment list, it’s obvious that the Chrysler Crossfire is yearning for the open road.
Specifications:
All specs are for the 2004 Chrysler Crossfire, which we tested.
Length: 159.8 in.
Width: 69.5 in.
Height: 51.4 in.
Wheelbase: 94.5 in.
Curb weight: 3060 lb.
Cargo space: 7.6 cu.ft.
Base price: $34,495
Price as tested: $35,570
Engine: 3.2 liter, 18-valve, SOHC V-6
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 215 @ 5700
Torque: 229 @ 3000
Fuel capacity: 15.9 gal.
Est. mileage: 18/27
2004 Saturn ION
Jul 21st
For some reason, automotive journalists have always disliked the Saturn S-series. Ever since the brand was born in 1991, the little subcompact four-door sedans and two-door coupes have been criticized by the motoring press as being unambitious, poor performers, and downright dull.
Funny thing is, the lack of critical acclaim hasn’t hurt Saturn’s fortunes in the least. The lineup has expanded to include a larger sedan and wagon and just this year Saturn debuted its first sport-utility vehicle. It wasn’t that long ago that Saturn built its two-millionth car. With things so rosy, it was time for Saturn to go back to the drawing board on the car that began its tradition of repeated dissings by the media in the first place. Enter the new Saturn ION.
The ION replaced the bread-and-butter S-series in 2003, and it wasn’t an easy task. With the quantum leaps in quality and amenities made by subcompact Hondas and Toyotas in recent years, Saturn had to find a way to remain competitive, add some much-needed sizzle to the lineup, and retain its loyal buyers, all with the same car. Better yet, it appears that the ION succeeds at each of these goals. For 2004, the new car gets some interior tweaks and a high performance Red Line version of the coupe.
The first and most obvious improvement over Saturns of old is the design. The ION has shades of Infiniti and Oldsmobile in its new face, but it doesn’t copy anyone in particular. The swept-back look of the front end meets a vertical rear-door cutline for an interesting silhouette, and the tail is angular and tall. The 16″ wheels have an interesting cross-shaped hub. The three-door coupe has become a Quad Coupe, with a half-door (Saturn calls them “rear-access doors,” or RADs for short) on each side to improve access to the rear seat. It also has distinctive styling from the sedan. Plastic body panels attached to a steel spaceframe, a Saturn trademark, are used on both models. In addition to the striking design, ION takes personalization to new heights. The roof rail panels which arch over the windows from A-pillar to C-pillar are available in contrasting or matching colors from the factory, and additional panels can be purchased in a variety of patterns and colors and changed like cell-phone faces, according to the ION driver’s mood. Leopard, Blue Bubble, Silver Braid and Brushed Steel are just the first patterns available for 2003. Admit it; you’ve always wanted to put leopard spots on your car, just for a while, haven’t you?
There are more removable panels inside the ION. The trim surrounding the shifter, radio controls, and instrument pod can be swapped out to match the arch-panels outside the car. Don’t worry about getting bored of an overly quirky pattern; they pop in and out easily. Further distinguishing the interior, the instrument panel is centrally located. The Toyota ECHO also uses this gimmick. It’s not as disorienting as you’d expect; getting used to the gauges being in the center doesn’t take long. More distracting is the thick A-pillar, which can block forward visibility. The steering wheel is an unusual affair, with a large round center hub and relatively narrow diameter. It looks neat but we wish it were wider. The ION is well-appointed inside, and the CD player is MP3-ready. XM satellite radio is also available.
Under the hood is an all-new “Ecotec” 2.2 liter four-cylinder. GM plans to use this small engine in several car lines; it’s currently shared with the four-cylinder Saturn L-Series and the compact Chevy Cavalier and Pontiac Sunfire. With 140 horsepower on tap, it keeps up with traffic easily, but the Saturn is a commuter at heart. The little all-aluminum sixteen-valve engine is quiet and efficient, and meets Low Emissions Vehicle (LEV) standards. A clever noise-reducing innovation that most owners will likely never notice is the mounting of engine accessories such as the alternator and air conditioning compressor directly to the engine block, rather than using brackets that may transmit noise. Saturn isn’t alone in using a simplified accessory system, but it helps to keep the ION feeling more expensive than it is. The engine isn’t a powerhouse, but high-rpm street combat is anathema to Saturns anyway. The engine’s unwillingness to pump out the horses at high revs will be a moot point to most owners. A five-speed transmission built by Getrag is standard, and it’s a bit notchier than we’d like thanks to a cable-operated shifter. The five-speed automatic saps some power though, and we preferred the stick. Later in the year, the ION will share the VUE’s continuously variable transmission.
The suspension is more conventional. Struts are used up front, with a semi-independent torsion beam rear end. The torsion beams in the rear do more for improving space in the trunk than they do for ultimate handling performance. Nevertheless, the ION is decent over the road, and confident on the freeway thanks to a long wheelbase (compared to the competition) and a wide track. Balance is improved by mounting the battery in the trunk. Anti-lock brakes are optional.
Another thing most buyers won’t notice is the electric power steering. It feels no different from a conventional hydraulic system, but Saturn says that fuel economy is improved because the engine has one less pump to sap its power.
One of the happiest aspects of the new Saturn is the price. The sedan has an MSRP of $10,995, with three simple trim levels (called 1, 2 and 3) available. The ION1 is a stripped-out base model, but the sub-$14,000 ION 2 has air conditioning and a CD player standard. IONs can be optioned to rival the best competitors, too. Side-curtain airbags, a six-disc CD changer, auto-dim mirrors, and GM’s OnStar emergency service system are all available. It all adds up to one of the better small sedans available for 2003. Never thought you’d hear one of us car writers say that about a Saturn, did you?
Specifications:
All specs are for the 2004 Saturn ION.
Length: 184.5 in.
Width: 67.2 in.
Height: 57.4 in.
Wheelbase: 103.2 in.
Curb weight: 2766 lb.
Cargo space: 14.7 cu.ft.
Base price: $10,995 (sedan)
Engine: 2.2 liter 16-valve inline four-cylinder
Drivetrain: five-speed automatic, front-wheel drive
Horsepower: 140 @ 5800
Torque: 145 @ 4400
Fuel capacity: 13.5 gal.
Est. mileage: 24/32