Automotive Reviews
Posts tagged coupe
2003 Chevrolet Monte Carlo
Jul 20th
Hi there! Welcome to the Coupe Club. We’ve been one of the landmarks of the automotive scene since the Fifties, serving up personal luxury coupes with style! Have a seat! The place isn’t as busy as it used to be, I know. Back in the day, it was bursting with patrons. Regulars, most of them: Toronado, and Cordoba, and Riviera, and Grand Prix, and classy old Thunderbird, who practically opened this place single-handedly. But time has marched on. Some of the guys are gone, and some are still in the neighborhood, with different jobs, different lives. You see them around, but they have better things to do than hang out at the Coupe Club. They’ve all grown up and gotten four doors. Went all sensible. Nowadays, there’s a new crowd, but they’re into different things. It’s not the same. I mean, it’s nice to have Solara and Grand Am and 3.2 CL around, don’t get me wrong, but it’s less down-home than it used to be.
But look, down there at the end of the bar, that’s the Chevy Monte Carlo SS. The last of the full-time regulars. The newcomers don’t give Monte Carlo much respect–they don’t like the style, or the dynamics, or what have you. But let me tell you, Monte Carlo’s got something they don’t. It’s got history. All that style those young fellas are laughing at is there for a reason.
Back in 2000, the Chevrolet Monte Carlo underwent a much-needed a return to its roots, of sorts. After years of slapping the name onto slightly dressed up Lumina coupes, Chevy gave the Monte Carlo an all-new design which recalled classic Monte Carlos (Yes, classic: the first Monte Carlo was introduced in 1970, thirty-two years ago) and gave the new car a much-needed identity. In what seems to be the twilight of the personal luxury coupe, the Monte Carlo has rediscovered some of the things that made it a trendsetter back in the day. For 2003 it soldiers on with a new set of 16″ wheels and available XM satellite radio.
It’s tempting to dismiss it as just another tasteless General Motors design, but the Monte Carlo’s face has history behind it. Foremost on the Monte Carlo’s prow is a red and chrome badge like the one that graced the original car, back in 1970. Apart from the retro badge, the newest Monte Carlo is a thoroughly modern design, with a grille-less nose and headlamp units that bulge to approximate round headlights. The Monte Carlo has a “Chevy” look, but doesn’t resemble any of its stablemates. The long hood and short tail profile is classic American coupe, of course. The car has a “Coke-bottle” shape which is enhanced by creases above the wheel wells. The shape makes it look almost svelte, but the Monte Carlo is actually close in size to the massive original model. The C-pillar is thick, also in the coupe tradition, but large side windows reduce the blind spot. Out back, the rear view is the Monte’s most retro angle. The taillights are stacked round units under clear covers whose shape mimics that of classic Monte Carlos (1973, to be specific), and they look great. The body-colored bumpers are shaped like the much-reviled, government-mandated chrome I-beams of 1973 and onward. The look is very unique, and clearly calls to mind the car’s heritage, for better or for worse. Monte Carlo loyalists won’t be disappointed. Dual exhaust outlets and a small spoiler indicate the SS model.
Big, heavy doors require a second parking space to open fully. Inside, the Chevy recalls the Seventies yet again, with a cavernous black interior. The ribbed, perforated leather front seats could have been pulled straight out of a 1970 Monte Carlo, except they’re more comfortable than any seat of that vintage. You can spend all day in them. And just like the coupes of old, there’s space for human beings in the back seat, as well as cupholders and an auxiliary power outlet that the old Monte never even thought of. The Monte Carlo is well equipped for its personal-luxury mission, with dual climate control, CD/cassette, and full instrumentation. The instrument panel has an interesting multi-layered design. There’s a trip computer and information center, but it’s located high up in an overhead console and is hard to see. Another classic Monte Carlo badge adorns the glovebox. The only break in the mood is the console-mounted shifter, which looks like it was lifted from an older Chevrolet, and not in a good way.
At first blush, we were surprised that the Monte Carlo wasn’t particularly fast–but then we remembered that Monte Carlos have never been particularly fast. The car’s weight allows for comfortable freeway cruising, and it’s as docile at 65-70 as any autobahn-bred German car. Beyond that speed, it may be another matter entirely. The Monte Carlo’s weight is most noticeable under hard acceleration, when the 200 horsepower V6 is doing all it can but just can’t cope with almost 3400 pounds of car. Chevrolet’s 3800 V6 is an excellent engine–it has been voted onto the Ward’s Auto World “Ten Best Engines” list repeatedly–but the Monte Carlo’s mass gets the better of it.
Bracing under the hood, a magnesium beam that supports the dash, and much attention to noise, vibration and harshness issues keep the Monte Carlo feeling solid. A four-wheel independent suspension is beefed up with larger stabilizer bars for duty in the Monte Carlo SS. It isn’t clumsy when the road gets twisty, but this car is far too heavy to be considered agile. The SS features traction control as standard. The system is an intrusive one, cutting the power to the wheels when it senses slippage. Some drivers may find the occasionally unresponsive gas pedal annoying. Braking duties are handled by discs in the front and drums in the rear, and the Monte Carlo stops well for its size. The nose wanders a little bit under extremely hard braking, but the car doesn’t lose its composure.
Being a Chevrolet, the Monte Carlo represents a great value. Prices start at $23,860 for a Monte Carlo SS, and that price gets you dual climate controls, cruise, remote entry, foglamps, and an engine-monitoring message center. A driver’s-side airbag is also available. Below the SS on the pricing list is the more sedate Monte Carlo LS, with a standard 180-hp V6 and an even lower price.
Admittedly, a Toyota Solara is objectively the same, and probably a better car than the Monte Carlo, dynamically. But it lacks one thing the Monte Carlo has in spades: personality. In a Solara, you’ll never catch yourself shouting the lyrics to an old song on the radio just because you haven’t heard it in forever. The Monte Carlo encourages it. Most coupes these days will get you to work and back, but the Monte Carlo will make you smile. It’s got a kitschy soul, but that’s better than no soul at all.
Specifications:
All specs are for the 2003 Chevrolet Monte Carlo SS.
Length: 197.9 in.
Width: 72.7 in.
Height: 55.2 in.
Wheelbase: 110.5 in.
Curb weight: 3391 lb.
Cargo space: 15.8 cu.ft.
Engine: 3.8 liter V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 200 @ 5200 rpm
Torque: 225 @ 4000 rpm
Fuel capacity: 17.0 gal.
Est. mileage: 20/29
2002 Mercedes C230 Sport
Jul 3rd
With the new Mercedes C230 Sports Coupe’s surprisingly low price, there are bound to be a lot of drivers new to Mercedes running around out there in the next year or so. To those Mercedes neophytes: Welcome! You’re about to learn what that three-pointed star is all about. Even though it’s at the bottom of the lineup, the C230 Sports Coupe doesn’t lack for any of the qualities that make a Mercedes what it is.
As part of Mercedes’ attempt to broaden its appeal in the US, the C230 Sports Coupe’s mission in life is to make Mercedes-Benz’ unique blend of performance, quality, and luxury available to buyers all across the economic scale, rather than just the super-rich. Based on the new-for-2001 C-Class sedan, Mercedes’ “two-door debutante” is the only “premium hatchback” currently for sale in the United States. And as the price leader, it’s Mercedes’ all-important introduction to new buyers.
For those who aren’t intimately familiar with the marque, the C230 Sports Coupe’s styling is classic Mercedes. Like the rest of the C-Class, it has oval headlamps and a wide chrome grill whose basic look dates back to Mercedes cars of the Sixties. The hatchback body is proportioned nicely despite being chopped seven inches, with only a hint of stubbiness at the tail end. The classic Mercedes nose keeps the C230 Sports Coupe from looking like an economy car. This is the long-hood, short-tail look popularized by classic muscle cars, taken to extremes. 16″ alloy wheels are standard. At the rear, there’s a small window in the hatchback, reminiscent of Honda CRX and Mazda MX-3, which improves visibility slightly.
Not doing much for visibility but helping the mood inside tremendously is the optional “panorama sunroof.” Check this option box, and the C230 Sports Coupe arrives with a full-width sunroof over the front seat passengers, and a second glass panel over the rear seat. Retractable covers make the C230 Sports Coupe’s interior bright and airy, even on rainy days. The front section of the glass roof can be opened just like a sunroof as well. Should you choose to move farther up the pecking order into more expensive Mercedes cars (or trucks) in the future, the interiors will remain familiar places. The C230 Sports Coupe shares the C-Class’ “rainbow” speedometer/tachometer and driver information center, and adds cool upholstery to the seats. Our three ergonomic complaints are all typical of Mercedes. First, the psychotic sound system’s vague, confusing controls will require repeated trips to the owner’s manual. Second, the sound system’s insistence on varying volume with speed means that the radio is perpetually too loud or too quiet. GM cars also have this feature, but unlike Mercedes’ it can be turned off. Lastly, the C230 Sports Coupe has a pedal parking brake, whose operation in a manual transmission-equipped car can require some foot-jockeying.
Once on the road, it’s a good idea for Mercedes tyros to remember that Mercedes cars do not care how fast you are going. Period. The C230 Sports Coupe is capable of the same effortless autobahn cruising as every other Mercedes product we’ve tested. For drivers used to other cars, this can be a shock. Even a capable Corvette or Celica tends to accompany high speed with a certain amount of drama, if only to remind you that you’re really, really exceeding the speed limit. There are no such indicators from the C230 Sports Coupe. Forty, eighty, and one hundred twenty miles per hour all feel the same. It’s an amazing feat for a small car. Don’t say we didn’t warn you.
The slick freeway manners come thanks in part to a 2.3 liter supercharged 16-valve four-cylinder. Not only does this engine–shared with the SLK roadsters–pump out 192 horsepower, but a wide torque band makes that power available just about whenever it’s requested. With its belt-driven supercharger, there’s almost as much off-the-line grunt as a six-cylinder engine, but without the larger motor’s fuel consumption. Standing starts on extremely steep hills brought out a bit of four-cylinder breathlessness, but the belt-driven, nearly silent supercharger took care of them in short order. The motor is hooked up to a very smooth-shifting six-speed manual transmission. An automatic is also available. The six-speed has longish throws, but straddles the line between sporty and easy to drive very well. The C230 Sports Coupe’s top speed is reached in sixth gear, and is faster than you ought to be going on public roads.
The suspension does its part to contribute to the C230 Sports Coupe’s Mercedes experience. Compared to its four-door counterpart, the Sports Coupe is slightly lowered, and the shocks are stiffer. A three-link front suspension does wonders for steering feel, especially at high speeds. At the back, a multi-link rear is similar to the C-Class sedan’s but has been stiffened to keep the rear-drive car from getting too tail-happy. Four-wheel disc brakes and Mercedes’ Electronic Stability Program (ESP) are also standard. ESP combines skid control and a panic-braking-assist systems into a general traction control package, and as on other Mercedes (we keep saying that, don’t we?) its function is almost seamless. The C230 Sports Coupe is more than capable on the freeway, and it doesn’t mind an occasional twist thrown its way either. It’s not a full-fledged sports car–an Honda S2000 or BMW M3 would leave it for dead on a race track–but the C230 Sports Coupe is willing to play.
Best of all, the C230 Sports Coupe isn’t a stripped-down, bargain-basement Mercedes. Standard equipment includes anti-lock brakes, an antitheft system with a cool infrared key (instead of the typical metal and plastic affair), cruise control, front and side air bags, and heated mirrors. Mercedes’ Tele Aid emergency service system is also included. Not a bad deal for $24,950. The panoramic sunroof adds $995 to the bottom line; our test car stickered for $26,590 and was more than a bargain at that price. Audi and BMW are also poised to roll out “premium compacts” in the next few years, but it’s a sure bet none of them will have anything like the C230 Sports Coupe’s Mercedes mystique.
Specifications:
All specs are for the 2002 Mercedes C230 Kompressor Sports Coupe, which we tested.
Base price: $24,950
Price as tested: $26,590
Engine: 2.3 liter DOHC supercharged 16-valve I-4
Drivetrain: six-speed manual, rear wheel drive
Horsepower: 192 @ 5500
Torque: 200 @ 2500-4800
Est. mileage: 19/29
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.