Thankfully, the company wasn’t waiting for my approval to hit the road. Tesla has delivered about 1000 Roadsters as of spring 2010, is making big plans for an all-electric family sedan to follow, has taken over Toyota’s NUMMI plant in California and now has seven dealers across the U.S.  As for my opinion on the company’s veracity, I stand firmly corrected, and jumped eagerly at the chance to meet one.

Tesla’s Roadster looks the part of a serious sports car.  The car itself is tiny and dart-like.  The chassis and design began life shared with the Lotus Elise, but the two cars are barely kissing cousins at this point.  The Tesla shares only its dash panel and some suspension components with the Elise.  A mid-year styling upgrade for 2010 gives the Tesla an even stronger identity.  The carbon-fiber body panels are smoother, and it’s angular where the Elise is organic.  Projector-style headlamps are matched by a similar motif at the rear.  The wheelbase has been stretched two inches in the interest of making the Roadster more livable, and the deep “hood” vents lead to cooling fans for the battery pack and motor.

Lift the rear cover, and where the engine of a mid-engined car would be, there’s a big black box that contains the power electronics module and batteries.  The battery packs are cooled by flowing antifreeze, to keep them efficient.  The watermelon-sized motor produces 288 horsepower and spins up to 14,000 rpm.  Translated through the single-gear transmission–like a fixed-gear bicycle, the Roadster’s road speed is determined entirely by engine speed–that’s about 126mph.  Tesla claims an optimum range of about 245 miles, but this will vary depending on how the car’s driven.   There’s no reverse gear; the motor itself just runs backwards, up to 15 mph.  A 70-amp home charging system is the fastest way to re-juice the batteries, requiring about three hours to reach a full charge.  50-amp and 110-volt adapters are also included.

The cozy cabin requires a bit of contortion to climb into over the wide sill, and once inside you’re knee-high to a Miata.  This car’s a two-seater, of course, like any “proper” sports car.  The driver and passenger sit dead-center in the wheelbase.  The Tesla feels sparse, but not unfinished; a narrow console includes pushbuttons for transmission control, an emergency brake and the standard seat-heater buttons.   There’s a vehicle-information touch-screen low on the console, and an in-dash navigation system and backup camera are available.  The toylike steering wheel brings go-karts and race cars to mind, as does the negligible cargo space.

Any doubts about the Tesla’s status as a true sports car are dispelled the moment you nail the accelerator.  Holy–!  The Tesla just GOES, in an eyeball-flattening rush of electronic whirring.  There’s no engine noise, of course, but the motor churning away right behind the passenger cabin hints at a great deal of power.  Watching the Tesla Roadster launch is fascinating.  There’s no revving engine to alert onlookers to what’s about to happen.  Zing!  The Roadster is just gone, with nary a chirp of the tires.  Zero to sixty comes up in about four seconds.  An aggressive traction control system modulates the motor’s torque when the tires are about to break loose, preventing slip without an uncomfortable decrease in power.

On the road, there’s not much in the way of sound deadening, but the electric motor makes a lot less noise than the average V8.  Tire noise and that powerful whir from the motor comprise the soundtrack.  Double wishbones and coil springs comprise the suspension at both ends, and the Roadster Sport features an adjustable sport suspension as standard equipment.  The Tesla Roadster porpoises on uneven pavement, but the ride is somewhat less punishing than that of the average sports car.  The motor and battery are mounted where the engine would be on a mid-engined car, so the Tesla is very balanced.  It’s as comfortable as any extreme sports car, and around town is similarly usable.

An aggressive regenerative function allows the engine to charge the batteries during deceleration, and has the added advantage of providing nearly all of the necessary braking power. The Tesla practically stops itself when you lift off of the accelerator.  Should more positive braking be needed, anti-lock brakes are standard.

The Tesla Roadster is available in two models.  The Roadster Sport adds an adjustable suspension, special seventeen-inch wheels and a hand-wound motor.  Pricing starts at $109,000 for the standard Roadster, and the Roadster Sport comes in at $128,500.  Both models are eligible for a $7500 federal tax credit, which softens the blow slightly.  Of course, since the Tesla is currently the only game in town when it comes to realistic two-seat electric powered convertibles with stunning performance, price comparisons are somewhat meaningless.

All specs are for the 2010 Tesla Roadster Sport
Length:  155.1 in.
Width:  72.9 in.
Height:      44.5 in.
Wheelbase:   92.6 in.
Curb weight:   2723 lb.
Base price:  $128,500
Motor:   375-volt AC induction air-cooled electric motor
Drivetrain:  single-speed fixed-gear transmission, rear-wheel drive
Horsepower:  288 @ 4400-6000
Torque:  295 @ 0-5100

The Corvette Grand Sport, new for 2010, aims to garner even more respect for the venerable ‘Vette.  With suspension modifications and styling tweaks, the Corvette Grand Sport borrows some of the better performance attributes of the high-dollar models and blends them into a unique midrange package.

If there’s one thing Chevy’s big-dog sports car doesn’t lack for, it’s performance.  Even in base form, the svelte Corvette features a healthy 6.2 liter V8 that produces 430 horsepower.  An optional dual-mode exhaust boosts power to 436 horses.  A choice of six-speed manual or six-speed paddle-shifted automatic transmissions is available, and of course the Corvette is rear-wheel drive.  Better still, the transmission’s gearing is freeway-friendly and returns up to 26 mpg on the freeway.  Give the Vette a hard boot and you’ll get a roar that sounds like it’s tearing apart the fabric of reality and a shove from behind that suggests it’s surfing on the shreds.  Top-speed 0-60 runs come up in a scant four seconds.  Launch Control is standard on manual transmission-equipped Corvettes; this system allows the driver to floorboard the pedal and dump the clutch while keeping the engine to a set rev limit and limits wheelspin for maximum acceleration.

The Corvette is a large, low-slung car, and the chassis is radically different from the average road car.  It’s built around a hydroformed steel rail backbone with a rear-mounted transmission, and the cockpit is formed from aluminum.  The Corvette Grand Sport gets revised spring, shock and stabilizer bar rates for track-ready handling, and the track has been widened.  As a result, the Grand Sport is ridiculously planted when the road gets twisty.  That said, it’s also somewhat twitchy thanks to an ultra-fast steering rack, and this particular convertible has a lot of cowl shake (that’s when the dash and upper section of the windshield seem to shimmy at different rates when the car hits a bump).  It remains planted, however, and for 2011 Chevrolet will offer Magnetic Ride Control, an active suspension system that will ensure the Corvette Grand Sport remains planted.  The brake cooling ducts are functional, and the Grand Sport also gets the Z06′ larger six-piston brake calipers.

The exterior styling’s distinctive wedge shape is a result of the body panels being wrapped tightly around the unique frame.  Chevrolet’s trademark quad round taillights mark the rear, and the Corvette is available as a coupe or convertible.  The sergeant’s stripes on the front fenders denote the Grand Sport model.  Not so obvious are the widened front and rear fenders and fatter wheels and tires that set the Grand Sport apart.

The cockpit is pleasantly predictable and will be familiar to anyone who’s ever spent time with a Corvette, with a purposeful six-gauge instrument panel and carbon-fiber trim.  The Corvette’s interior reflects the twin-cockpit layout that has characterized this vehicle since the start, with a large console and space for two people, their bags, and not much more.  The doors open with solenoid pushbuttons, and the interior is snug for two yet comfortable enough for an all-day drive.  It’s equipped for grand touring, with OnStar, XM satellite radio and an available navigation system.

When a car is well-executed enough that even the skeptics respect it, you know it’s an impressive product.  The Chevrolet Corvette has earned the (sometimes grudging) respect of the automotive community.   Pricing for the Corvette Grand Sport starts somewhat north of the standard ‘Vette’s $48,930; the additional performance goodies raise the bottom line to $58,580.  Even at that price point, the Corvette is less expensive than the Porsches and Vipers it will be running with.  Go easy on the options, however; my test car added navigation, an automatic transmission and other toys which drove the bottom line up to $75,740.  For that money, buyers might consider opting for the more powerful Corvette Z06.

Specifications:  All specs are for the 2010 Chevrolet Corvette Grand Sport.
Length:  190.4 in.
Width:  75.5 in.
Height:     54.2 in.
Wheelbase:  112.3 in.
Curb weight:  3289 lb.
Cargo space:  11.3 cu.ft.
Base price:  $58,580
Price as tested:  $75,740
Engine:   6.2 liter V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 430 @ 5900
Torque: 424 @ 4600
Fuel capacity:  19.0 gal.
Est. mileage:  15/25

Of course, it doesn’t hurt if that emotional connection comes wrapped in a package that can go fast, corner hard and looks like a million bucks.  Nissan’s new Z® Roadster stands out as an example of a car that combines both of these assets into a single package.   The 370Z has been with us for a couple of years, and given that car’s sexy lines and general lust for performance it’s no surprise that it’s gone topless.  Combining the 370Z’s retro-futuristic looks and fun-to-drive road manners with a bit of extra sun is practically a no-brainer.

More than anything else, the Z® Roadster is a car that knows how to make you like it; it wants to be friends.  The styling borrows in equal measure from classic Nissan Z-cars and the most recent 350Z, resulting in a slick envelope body with muscular curves.   The boomerang-shaped headlamp units seem to point the way down the long hood and arched front fenders to a compact passenger cabin.  With the soft-top in place, the Z® Roadster is distinguished from the coupe by its notchback tail and trunk.  The wide rear fenders give this car a big posterior, but the look is powerful, not zaftig.

Drop the top, and the roof disappears beneath a hard tonneau cover that gives the Z® Roadster a twin-cockpit look.  The power roof is slow, and clunks into place with a roughness that’s somewhat disproportionate to this car’s cost, but once inside the cabin with the sun shining in, that seems like a distant concern.    The mesh-backed seats are comfortable and resist heating up in direct sunlight, while the businesslike dash with its three gauge pods and matte metal trim is a constant reminder of the Z® Roadster’s mission in life.  This is a two-seater, with decent interior room and even a few cubbies for essentials.  A pushbutton start is standard; XM satellite radio and a navigation system are optional.

Of course, it wants to go and play as well, and it’s more than ready to do that.  The 3.7 liter V6 under the hood is a powerful and refined engine that’s well-suited to hard driving.  With 332 horsepower on tap, the 370Z is a bona fide sports car, ripping off effortlessly giggle-inducing zero-to-sixty runs and capable of providing significant thrust throughout the rev range.  It sounds good while doing it, too.  The six-speed  manual transmission includes Nissan’s SynchroRev Match, which automatically matches engine revs to wheel speed when you downshift–in effect, the car hits a perfect heel-toe downshift for you, every time.  It’s a neat trick, and the burp through the dual exhaust sounds cool, too.  A seven-speed automatic is also available.  Of course, the power gets to the ground through the rear wheels, and Nissan’s Vehicle Dynamic Control is standard, so it’ll behave in bad weather.

Not that this car needs much encouragement to behave.  The 370Z is an excellently-balanced car, just like the coupe.  The suspension consists of double wishbones up front and a multilink rear, but the engineering terms don’t tell half of the story.  The Z® Roadster must be experienced.  Take it down your favorite twisty road and it’s stable, with no hint of cowl shake even on rough roads.   Lightening and stiffening measures, including an aluminum hood and structural reinforcements to the A-pillar and side sills, are to thank for the convertible’s taut response.  The tight suspension and stiff body make the Z® Roadster a communicative and fun-to-drive car.  This is the sort of car that seems to read your mind when driving at speed, heightening that “just-right” emotional connection to the right driver.

The best sports cars are more than the sum of a lot of performance parts.  Nissan has hit on an outstanding combination of ability and performance with the latest 370Z, and the soft-top version doesn’t disappoint either.  Z®  Roadster pricing starts at $37,320.  Well-equipped, a model like my Touring test vehicle stickers for a still-very-reasonable $44,365.

All specs are for the 2010 Nissan Z Roadster Touring
Length:  167.2 in.
Width:  72.8 in.
Height:      52.2 in.
Wheelbase:  100.4 in.
Curb weight:   3426 lb.
Cargo space:   4.2 cu.ft.
Base price:  $40,520
Price as tested:  $44,365
Engine:   3.7 liter V6
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower:  332 @ 7000
Torque:  270 @ 5200
Fuel capacity:  19.0 gal.
Est. mileage:   18/25

This high-tech grand tourer for two is a direct attack on German luxocruisers like the Mercedes SL, and it underscores Cadillac’s intent to remain a powerful force in the luxury market.  Like the SL, the XLR has a retractable hardtop, V8 power and more electronic gadgets than you can shake a stick at, from heated and cooled seats to a head-up display.

Cadillac is careful not to mention the ‘Vette in any of the XLR’s promotional materials, but this roadster’s proportions make the relationship clear.  Influenced by the Evoq show car of 1999, the XLR is the most extreme example yet of Cadillac’s flat-surfaced, edgy design.  No cookie cutter roadster, this; the XLR is a flying doorstop.  With super-coupe competitors from Mercedes and BMW angling for a more organic look, the sheer, wide-hipped lines of the XLR really stand out.  Run-flat tires eliminate the need for a spare, which is a good thing considering the size of those 18″ wheels.  Vertical headlights and taillamps that wrap into the top of the decklid ensure that the light signature is just as distinctive at night.  Best of all for Cadillac fans, the wild design retains an unmistakable family look.

Not content to just stop with the design, the dream-makers at Cadillac have equipped the XLR to impress as well.   First and foremost is the retractable hardtop, which transforms the XLR from two-place coupe to convertible in about thirty seconds.  Top-up and top-down, the XLR is really two different cars.  With the roof in place, it’s luxurious transport for two; with the roof stowed in the trunk the woof from the exhaust comes in, and it becomes a more aggressive roadster.  We think it looks best with the squarish top folded, making the big-wheeled, slab-sided design stand out at the curb.  Unfortunately the top eats up about half of the trunk space when it’s down, so pack carefully.

Inside, the XLR is equal parts Stealth fighter and country club.  Space-age add-ons like keyless entry, adaptive cruise control and a touch-screen controlled DVD navigation system are draped in leather and eucalyptus wood, and the satiny aluminum center console stack is a nice touch too.  The analog clock is an elegant unit designed in part by luxury Italian watchmaker Bvlgari.  The technology is the real story inside, though.  The keyless entry goes a step beyond the average key fob, as it’s intelligent.  The car recognizes the presence of the key in the driver’s pocket, and unlocks automatically.  The key doesn’t need to be inserted into the ignition to start the car, either.  Good luck finding the door handles, by the way, because there aren’t any.  The doors are opened by solenoids whose activation buttons are tucked away in recesses in the body.  Once you’ve finished impressing your friends with that trick, get them out on the freeway to experience the Adaptive Cruise Control (ACC).  Cadillac’s latest toy works similarly to the intelligent cruise control systems offered by Lexus and Infiniti, and uses radar to detect cars in front.  If there’s nothing in the XLR’s path, it maintains a set speed, but should a slow-moving car blunder into the way, ACC can slow down and maintain a set following distance.  ACC won’t stop the car if you’re about to drive it into a brick wall, however.  That’s where the head-up display comes in, projecting speed and important driver information onto the lower portion of the windshield.  And not only is there XM satellite radio, a DVD navigation system and a six-disc CD changer, but when the XLR is parked it will play DVDs on the navigation screen.

Under the skin, the four-corner double wishbone suspension is backed up by a Magnetic Ride system that even some hard-core car guys have trouble understanding.  In a nutshell, sensors at the wheels measure wheel motion and adjust the shock damping using a fast-reacting magnetic fluid.  What is means is that the XLR rides smoothly and tautly over most road surfaces, and keeps the tires in contact with the road over rough surfaces, a common bugaboo for sports cars.  As for things that are easier to understand, the transmission is rear-mounted, to improve the XLR’s front-to-rear balance and add cabin legroom.  Big four-wheel disc brakes with standard ABS bring the XLR to confident stops from the triple-digit speeds it’s capable of.

On the road, it’s not as memorable as one might expect a car in this class to be.  The woof of the exhaust is similar to the Corvette’s, but it’s provided by Cadillac’s familiar Northstar V8.  This is the first time Cadillac’s 32-valve V8 has been used in a rear-wheel drive car.  Variable valve timing and electronic throttle control ensure smooth power delivery, vital considering the XLR’s 320-horse powerplant.  Acceleration is brisk, and it should be since the XLR is actually the lightest car in its class, weighing in at less than even the visually smaller Lexus SC430.  A five-speed automatic transmission is the only gearbox offered, and the XLR is a big, refined wedge at speed.  There’s a bit more wind buffeting in the cabin than we’d like, and it’s less viscerally engaging than it looks, but the XLR is a solid performer.

With the European and Japanese luxury coupes and roadsters better than they’ve ever been, the first American entry into this market in a long while has its work cut out for it.  We think the XLR is up to the task.  Pricing starts at $75,385, but this droptop isn’t the least bit overpriced.

Specifications:
All specs are for the 2004 Cadillac XLR.
Length:         177.7 in.
Width:            72.3 in.
Height:            50.4 in.
Wheelbase:        105.7 in.
Curb weight:        3647 lb.
Cargo space:        11.6 cu.ft. (top up); 4.4 cu.ft (top folded)
Base price:        $75,385
Price as tested:        $76,200
Engine:         4.6 liter DOHC 32-valve V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         320 @ 6400
Torque:         310 @ 4400
Fuel capacity:        18.0 gal.
Fuel economy:        17/25

For drivers looking for eye-popping performance in a chassis that didn’t come from Europe and wrapped in a body that’s not a Corvette or a Viper, however, the Esperante represents an E-ticket ride of the finest quality.  It was designed as a race car first, and made its debut in 1997 at the 24 Hours of Le Mans.  Three years and quite a few on-track triumphs later a production version was introduced.  Thanks to this experience, every hand-built Esperante that rolls off of the line in Hoschton, GA (about fifty miles north of Atlanta) has the soul of a true racing car.

The Esperante will never, ever be mistaken for a commuter car.  It’s low and wide, like a Le Mans endurance racer, with shamelessly voluptuous curves front and rear.  Laid out in the traditional front-engine, rear-drive format, the Esperante has an almost absurdly long snout, and the aluminum bodywork is tightly wrapped over the big engine and modular aluminum chassis.  Under the skin, the Esperante is a high-tech, ultra-lightweight aluminum-intensive vehicle.  Chassis and body panels are alloy.  It’s low to the ground–that front spoiler demands care when entering parking lots or steep driveways.  Like with most handbuilt cars, the Esperante’s detailing is especially pleasant; note the curve of the door, whose cutline runs into the front fender and turns the seam into a character line, or the vaguely BMW-ish fender vents.  It gets attention on the street, too, whether the onlookers know what it is or not.

Dropping into the low, racing-style driver’s seat, you’re faced with a smallish steering wheel and not much else as the instrument pod is mounted in the center of the dash.  Sharp eyes will note that the instrument panel and much of the switchgear have been yanked whole from a Ford SVT Mustang Cobra, for reasons that will soon be obvious.  The Esperante has a distinctly hand-built feeling, which is both good and bad.  The roadster has some cowl shake over rough bumps, and our test car had a general feeling of looseness that suggested that men and not machines had built it.  This looseness, while disconcerting in a Honda, actually adds to the exclusive ambience of the Esperante, however.  It wasn’t enough to make us question the car’s $88,950 base price, thanks to Panoz’ Vehicle Personalization Program which offers a vast palette of color and interior choices.  Our test car was draped in carbon-fiber trim and 17″ alloy wheels.  The leather interior and power top are standard.  Other add-ons include custom, color-matched luggage, a navigation system and fitted golf bags.  It may not have a familiar ornament on the hood, but the Esperante can be outfitted as impressively as any Jaguar or Mercedes.

Twist the key, and the Esperante rewards with a thunderous woof that no Jaguar would have the guts to emit.  Under the hood is a 4.6 liter DOHC V8 lifted from a Ford SVT Mustang Cobra.  It puts out the same 320 horsepower as in the Cobra, with the same gleeful slathering of torque throughout the rev range.  The Esperante offers a much more intense driving experience though, thanks to a more aggressively tuned chassis and a weight advantage over the Cobra.  Using the same Tremec five-speed manual as the Cobra, it’s no surprise that the Esperante launches hard.  Unsuspecting drivers may feel as though they’ve been seized by the scruff of the neck and hurled into acceleration, so delightfully violent is the speed.

On city streets, the Esperante’s race-derived suspension hammers the stuffing out of its passengers, who will probably be laughing too hard to notice much.  This car achieves an important and hard-to-reach goal for sports cars; it feels Special, with a capital S.  Double wishbones at all four corners are held fast by stiff anti-roll bars for a drum-taut ride.  The Esperante doesn’t wander or squirm at all, even under hard acceleration.  The downside to the firmly planted stance is a rough ride, in which every pavement irregularity is communicated to the driver and passenger.  Panoz increased the rear suspension travel for 2003, but it’s still stiff.  Traction control and anti-lock brakes are standard equipment.

If the Esperante seems a little too tame, Panoz has introduced a Driver’s Edition Esperante.  Built to celebrate Panoz’ racing success, the Driver’s Edition will be built in two ten-car limited runs to honor the race team’s drivers.  The drivers have each offered input into the suspension settings and other options on the cars.  Upgrades over the standard car include a 390-horse supercharged engine, six-speed manual transmission, 18″ wheels and an upgraded sound system.  The Driver’s Edition commands about $30,000 more than the standard Esperante, with a base price of $116,765.

Unlike many of the products of small manufacturers, the Esperante is a real car, with dual airbags and a factory warranty.  As far as low-volume, US-built sports cars go, this is one of the few that’s got both the credentials and the moves to play with the big boys.  Gotta have one?  Contact the company at 1-888-GO-PANOZ to find a dealer.

Specifications:
All specs are for the 2003 Panoz Esperante, which we tested.
Length:         176.3 in.
Width:            73.2 in.
Height:            53.4 in.
Wheelbase:        106.0 in.
Curb weight:        3279 lb.
Base price:        $88,950
Engine:         4.6 liter DOHC 32-valve V8
Drivetrain:         five-speed manual, rear-wheel drive
Horsepower:         320 @ 6000
Torque:         317 @ 4750
Fuel capacity:        15.7 gal.
Est. mileage:        17/25

Of course, that’s all changed for 2003.  The Maserati trident is once again prowling American freeways, with the introduction of the 2003 Maserati Coupe and Spyder.  These cars are grand tourers in the traditional sense, combining athletic maneuverability with long-legged freeway manners and luxurious appointments.  Of course, plenty of cars offer that these days, as Mercedes’ SL-class convertible and Lexus’ SC430 will quickly assert.  That means there’s just one question to be answered:  does the new Maserati live up to its famous name?

The Spyder is the better looking of the two.  Compared to the Jaguar and Mercedes, the Maserati Spyder looks a bit stubbier and taller, and the Spyder’s topless aspect minimizes that.  The car is proportioned like a miniature speedboat, with a classic long hood, short-deck car, with perhaps a hint of Ferrari in the glass-covered headlamps and wide, low grille.  The chrome trim gives the Spyder a distinctly Italian look.  18″ wheels dominate the side view.  Exposed rollbars ride behind the seats and are painted body-color, enhancing the sporty look.  The rear end is a bit abrupt, and the wedge-shaped taillights lack the elegance of the Spyder’s face.

Unlike Maseratis of yore, the Spyder is no stripped-down road racer inside.  The interior is much prettier than the exterior, in fact, with a gullwing-shaped dash and elegant instrumentation.  A “Maserati Information Center” with a 5.8-inch display carries controls for the stereo, climate control and trip computer.  GPS satellite navigation is also available.  Interiors are endlessly customizable, with ten different leather colors available to choose from.  Even the color of the stitching can be selected.

High-speed cruising should be no problem with a 4.2 liter V8 under the hood.  The Maserati Spyder’s 390-horsepower powerplant compares favorably with the Lexus SC430 (300 horses) and the Jaguar XKR (390 also).  Maserati claims a 176-mph top speed.    It’s not obvious from the outside, but the transmission is at the back of the car.  It’s integrated with the rear differential for improved weight distribution.  Maserati offers a six-speed manual and a six-speed, Formula One-style clutchless “Cambiocorsa” transmission borrowed similar to that used by corporate partner Ferrari.

A fully independent suspension uses double wishbones at all four corners.  Large Brembo brakes with ABS are standard equipment, and coupled with those big wheels the Spyder will be a tenacious roadholder.

The Maserati is on sale now, with a starting price of $83,865.  Maserati offers two models; the GT and Cambiocorsa; the primary difference is the Cambiocorsa clutchless transmission.  The Maserati Spyder looks like it’ll be a worthy bearer of the proud Maserati name.

Specifications:
All specs are for the 2003 Maserati Spyder.
Length:         169.4 in.
Width:            71.7 in.
Height:            51.4 in.
Wheelbase:        96.1 in.
Curb weight:        3792 lb.
Cargo space:        10.6 cu.ft.
Engine:         4.2 liter V8
Drivetrain:         six-speed manual transmission, rear-wheel drive
Horsepower:         390 @ 7000
Torque:         330 @ 4500
Fuel capacity:        23 gal.

Seventy-five minutes later, I return home.

I never did rent that movie.

Some time during the past decade, Mercedes found a way to infuse their cars with honest-to-goodness spirit.  Most of the current Mercedes lineup consists of the sorts of cars that will drive you around until you feel better if you’re in a bad mood.

The SLK32 AMG is no exception.  Although during curbside drag races cars like the Honda S2000 and Porsche Boxster S tend to trounce it six ways till Sunday, Mercedes’ little roadster makes a strong argument as being the most fun, despite its boulevardier reputation.  It doesn’t hurt that Mercedes’ in-house hot-rod department AMG has stuffed a supercharged 3.2 liter V6 under the hood.  The SLK32 AMG may not look it, but it’s capable of trading licks with a Corvette.  This little Benz has 349 horsepower on tap.  That’s more than enough to propel this 3,220-pound car to sixty in 4.8 seconds, according to Mercedes.  The seat of my pants agrees.  The supercharger comes on instantly with a rush that’s smooth or shattering, depending entirely on how how much pedal you give it.  The SLK32 AMG’s throttle body is unique compared to other SLKs, and it’s got lightened internal components and performance cam timing as well.

When it’s not playing hot rod, the SLK32 AMG is amazingly tractable.  It’s possible to tool around town in this car without realizing how much power is under your right foot.  The SpeedShift five-speed automatic transmission is programmed by AMG to respond to the demands of high-performance drivers.  It avoids clumsy upshifts during corners, and will select the proper gear under heavy braking as well, lending itself to on-track smootness.  During normal road duty, it changes gears without a hint of roughness–with barely any hesitation, in fact–whether the SLK32 AMG is going soft or hard.  Unlike other hot rods (BMW’s M3 pops to mind) the SLK32 AMG doesn’t demand constant attention to keep things under control.

Connecting the car to the road is a suspension that’s heavily modified over that of a standard SLK.  The SLK32 AMG has half-inch wider wheels than its brothers all around, for improved stability.  Springs, shocks and swaybars have all been retuned.  The 17″ wheels are unique to the SLK32 AMG, and show off massive 13.5″ brake discs up front, and 11.8″ units in the rear.  Needless to say, the SLK32 AMG stops very, very well, even if the anti-lock brakes don’t kick in.  Mercedes Electronic Stability Program (ESP) stability control is along for the ride too.  It’s one of the reasons that the SLK32 AMG hides its 349 horsepower so well.  The traction control is also appreciated; without it, the SLK32 AMG tends to spin tires with the slightest provocation.  ESP isn’t a complete fun-killer like BMW’s traction control systems can be.  It cycles on and off quickly, quashing wheelspin without interrupting forward momentum much.

At a glance, you can be forgiven for thinking that the SLK32 AMG is a boulevard pussycat like the other roadsters from Mercedes.  Boy-racer cues are entirely absent from this car, as they are on most AMG-modified cars.  The SLK32 shares the SLK line’s wedgy styling, of course, and its low, wide stance looks best with the retractable hardtop in the down position.  The SLK32 gets a unique front air dam and fog lights, a little spoiler and twin chrome exhaust pipes, and that’s it.  But really, it doesn’t need anything more, does it?

Inside, the SLK32 AMG’s modifications from standard are minor.  Since the SLK is already a nice place to be whether the top is up or down, this isn’t a bad thing.  The cabin offers more space than that of most roadsters, and a quieter ride thanks to the retractable hardtop.  A special AMG leather interior is included, as are a six-speaker Bose sound system, front and side airbags and Mercedes’ Tele Aid emergency service system.

Now for the bad news.  As always, Mercedes wonderfulness comes at a dear price.  The SLK32 AMG retails for $54,900, and that’s before adding Xenon headlights and headlamp washers.  Our test car, wonderful as it was, carried a staggering $56,640 pricetag, which is high enough to limit the dreams of many buyers as surely as ESP cuts down wheelspin.

Specifications:
All specs are for the 2002 Mercedes SLK32 AMG, which we tested.
Length:         157.9 in.
Width:            67.5 in.
Height:            50.4 in.
Wheelbase:        94.5 in.
Curb weight:        3220 lb.
Cargo space:        9.5 cu.ft. (top up)/3.9 cu.ft. (top down)
Base price:        $54,900
Price as tested:     $56,640
Engine:         3.2 liter supercharged and intercooled V6
Drivetrain:         five-speed automatic, rear wheel drive
Horsepower:         349 @ 6100
Torque:         332 @ 3000-4600
Fuel capacity:        15.9 gal.
Est. mileage:        18/24

Introduced in 1996 to compete with Mercedes’ SLK and Porsche’s Boxster in the newly reborn two-seat convertible market, the Z3 boldly took the throwback approach to open-air motoring.  Compared to the austere Miata, refined SLK and track-bred Boxster, the Z3 was an unshaven street brawler, with a dramatic, controversial design and a suspension that bordered on crudeness.  And we loved it.  In 2003 the Z3 is slated to be replaced by an all-new roadster, the Z4.  Chances are, most of the Z3′s quirks will be corrected with the new car, for better or for worse.  For 2002 the changes were minimal; a standard CD player and some minor interior trim changes are all the outgoing Z3 gets in the upgrade department.

Six years after its introduction, the Z3 remains a handsome, delightfully ill-mannered mode of transport.  It looks good at the curb, with a long nose reminiscent of an old front-engined Grand Prix racer and low-cut doors that just invite you to jump over the side like Speed Racer.  Glassed-in headlights flank a traditional twin-kidney grille for a snouty look that some can’t resist and others hate.  The Z3′s flanks are raised to clear 17″ wheels in the back, and the tail manages to be at once muscular and delicate.  The center brake light is recessed neatly into the trunk lid, and the rear end is stretched on account of those wheels.  Unlike your average, conservative BMW, the Z3 looks like it’s ready to pounce on whatever comes near.

Once you’ve accepted the invitation to jump over the side, you find yourself in a snug cabin, handsomely decorated with chrome and a long, long way from the front wheels. The Z3 seems to be a small car wrapped around an engine.  The hood bulges proudly into the forward view, and it feels like you’re sitting right on top of the rear axle.  Not surprisingly, there’s little space for nonessentials in a Z3.  Pack carefully.  This may be the only of today’s crop of roadsters you could do a cross-country trip in without consulting a chiropractor–the seats are grippy enough for sporty driving and chairlike enough for long-term comfort.  There’s a little nub between your legs, to locate you in the seat.  It looks weird, but it works.  A perfectly-sized steering wheel and those wonderfully low sills offer a much better open-air feeling than the SLK, Boxster or MR2.  Color-keyed leather can be ordered for the interior trim and the top of the dash, as well.

Fire up the straight-six engine under that long hood, and the Z3 rewards with a basso growl that sometimes sets off the alarms of the cars parked next to it.  This car knows nothing of subtlety, and it hasn’t got much in the way of manners, either.  2.5 and 3.0 liter engines are available, with 185 and 225 horsepower, respectively.  The 3.0 liter engine is borrowed from the much larger 3-Series sedan, so with 214 ft-lb of torque on tap this 2910-lb car will tear away from stoplights with a frenzy that will have the traction control flashing wildly for grip.  Power is available whenever you want it, whether the Z3 is taking off from a standing start or cruising at 70.  BMW’s straight-six engines are beautifully smooth and powerful.  Variable valve timing keeps the power smooth throughout the engine’s range, and the 3.0 liter actually meets Ultra Low Emissions Vehicle (ULEV) environmental requirements.  The standard five-speed manual transmission isn’t as precise as that of a Honda S2000 or Miata, but the longish throws add to the old sports-car atmosphere.  An automatic is also available, but a Z3 with an autobox is a sad car indeed.  The burbly engine note leaves no doubt that this is a car that wants to be grabbed by the scruff of the neck and thrown around.

Throwing the Z3 around is no problem, either.  The strut front, trailing-arm rear suspension is enhanced by standard 17″ wheels on the 3.0 model and grip is tenacious.  Even so, everything the Z3 does is dramatic.  Melodramatic, even.  Wavy roads cause wild histrionics and body heaves, even though it’s nowhere near actually losing control.  Those wide tires (7.5″ in the front, 8.5″ in the rear) keep a firm grip on the ground, even while the Z3 is pretending that it’s scrambling desperately for grip.  For a race car, this sucks.  For fueling a Walter Mitty back-road fantasy, it’s pure gold.  The Z3 might not be as fast as a Boxster or an S2000 in the end, but it’s got scads more personality.

Did we mention that the Z3 has no manners?  In addition to encouraging us to harass SUVs on the freeway, BMW’s little roadster exhibited behavior that would be endearing in an old British roadster, but that was certainly not befitting a $40,000 car.  Yes, the Z3 is pricey, with a base price of $38,545 for the 3.0i model and a still-daunting $31,945 for the “base” 2.5i car.  And for all that cost, the CD player skipped every time our well-optioned $41,370 test car car hit a dip in the road.  When we got annoyed by this and turned the radio off, we discovered that the clutch pedal creaked.  BMW’s keyfob is sometimes finicky, refusing to unlock the doors from certain angles.  And a sudden thunderstorm revealed that our test car had a leaky convertible top.  Buyers seeking a little luxury car are going to be very upset with the Z3.

And in the end, we liked the rude little thing anyway.  All complaints aside, it’s got more personality than its competition from Honda and Mercedes, and it’s got just enough space for a comfortable daily commute or a weekend trip.  It’ll even go and play on the track, if you want–just don’t challenge any Porsches to a race.  It’s hard not to feel like you’re in a ’60′s racing comic while driving the Z3, because this car is all about drama.  You feel like the gritty underdog, trying to keep up with the faster cars…even though you’re one of the fastest cars on the road (the Z3 sprints to 60 mph in less than six seconds).  Want to play?  Grab one quick, before the Z4 comes along.  We’re going to miss the Z3 when it’s gone.

Specifications:
All specs are for the 2002 BMW Z3 3.0i, which we tested.
Length:         159.4 in.
Width:            68.5 in.
Height:            50.9 in.
Wheelbase:        96.3 in.
Curb weight:        2910 lb.
Cargo space:        5.0 cu.ft.
Base price:        $38,545
Price as tested:     $41,370
Engine:         3.0 liter DOHC 24-valve inline six-cylinder
Drivetrain:         five-speed manual, rear-wheel drive
Horsepower:         225 @ 5900
Torque:         214 @ 3500
Fuel capacity:        13.5 gal.
Est. mileage:        21/29

“Hello, Santa,” I said.  “It’s me, and I have a request.  I believe, that if you consult your list, you’ll see that I have been very good this year.”

He narrowed his eyes, immediately suspicious and possibly nursing a bruised lap.  “Yesss…?”

“And you’ll also note that I haven’t made any particular requests since ninth grade, when I asked for–and received, thank you very much–a G.I. Joe hovercraft.  Since I haven’t bothered you in the interim, I think that I’ve earned enough credit and I’m here to ask for a 2002 Honda S2000 for Christmas.  Yellow, please.”

Santa raised a bushy white eyebrow.  “Listen, Chris, I’m not sure I can do that.  I can bring you a toy car, but not a real one.”

“But the S2000 is a toy car!  Haven’t you heard?  Those boring old Japanese car companies are making little fun cars for us–Mazda’s Miata, Toyota’s MR2 Spyder, and now Honda’s given us the fastest and most intense one of them all, the S2000.  It was all-new for 2001, and it’s carrying over into 2002.  How can you not consider a two-seat roadster that’s designed to be as much like a roadgoing Formula One car as possible a toy?”

“Well, be that as it may–”

“Listen to this, Santa.  There’s a 2.0 liter four-cylinder under the hood, the highest-output, non-turbocharged four in any roadgoing car in fact, and it’s hooked up to a six-speed manual transmission.  It’s the slickest-shifting six-speed manual this side of a race track too.  It snaps from gear to gear with just the barest flick of the wrist, it’s wonderful.  All those gears make it easy to use every bit of the 240 horsepower on tap, so dealing with traffic is no problem at all.  Plus, thanks to Honda’s VTEC variable valve timing system, it makes most of its power at over 8000 rpm.  Most engines are blowing themselves apart at that speed!  When it’s revving so high, it sounds like a race car, too.  Best of all, it’s rear wheel drive, like a race car’s supposed to be.”

He smiled knowingly.  “240 horsepower?  You’ll shoot your eye out, kid.  So to speak.”

“No way!  The S2000 comes with four-wheel disc brakes with ABS, and it’s got a strong central tunnel that houses the drivetrain and makes the body more rigid.  It may be a tiny thing, but it’s safe.”

“And how do you expect me to get it down the chimney, sonny?” Santa asked.  He was beginning to sound impatient.

“Oh, no problem!  There’s a race-car derived fully independent double wishbone suspension underneath, and it’s got perfect balance.  It drives like it can read your mind.  I’ll bet it’s nimble enough to drive down the chimney without so much as a soot stain.  It’s got a firm ride, but it’s not uncontrolled at all.  Drive over a nasty frost heave in the road and the S2000 just follows it.  Try that in a Mustang Cobra or a Camaro SS and see where it gets you.  And maybe it’s a bit too stiff for daily driving, but this is a toy, like I said.  So, what do you say?”

The jolly old elf rolled his eyes.  “Sure, sure,” he said, just to get me off of his lap.  “Let me write that down next to your name, that’s a Honda S-Type?”

“No, no, no.  The S-Type is a Jaguar sedan.  It’s the Honda S2000.  Here,” I said, pulling out a picture that I had stashed in my jacket just for the occasion.  “See?  There’s no way you could mistake the S2000 for a Jag.  That catlike face is one hundred percent Japanese.  It’s got projector-style headlights under glass covers, and a low,wide grille like it’s trying to suck up the road.  And check out those creases that run down the tops of the fenders, all the way to the back of the car.  It’s not as curvy as a Miata, but it looks like it drove straight out of a video game.”

Santa nodded, pursing his lips.  “It is a cute little thing, isn’t it?  That long hood, short-tail look is pretty classic.”

“Now you’re talkin’ my language, Claus.  And it’s just as high-tech inside.  The interior was inspired by Formula One cars, so it’s as tight and snug as can be, like it was tailor-made for you.  The dash is digital, like a lot of race cars have.  The radio volume and heater fan are controlled by fingertip switches, so you never have to take your hands off the wheel, and it’s got a starter button, instead of a traditional key.  Kind of puts you in a racer mood.  Oh, and make sure you check out the shifter when you bring mine.  It’s this perfect little oval of aluminum that fits perfectly in your hand.  There’s only room for two and hardly anywhere to put anything–but, like I said…”

“It’s a toy,” he finished for me.  “You’ve said that already.  But listen, Chris, I don’t know if my elves have the blueprint for one of these.”

“No problem,” I said, waving my hand in his face.  “You can pick mine up at any Honda dealer.  Retail’s just $32,300.  And I promise, I’ll never bother you for anything again.”

“I’m sure you won’t,” Santa said, nodding toward some elves whose jackets read SECURITY.

Specifications:
All specs are for the 2002 Honda S2000, which we tested.
Length:     162.2 in.
Width:        68.9 in.
Height:        50.6 in.
Wheelbase:    94.5 in.
Curb weight:    2809 lb.
Cargo space:    5.0 cu.ft.
Base price:    $32,300
Price as tested: $32,740
Engine:     2.0 liter DOHC 16-valve inline 4 cylinder with VTEC
Drivetrain:     six-speed manual, rear wheel drive
Horsepower:     240 @ 8300
Torque:     153 @ 7500
Fuel capacity:    13.2 gal
Est. mileage:    20/26

The name may be familiar.  Toyota built MR2s from 1985 to 1995.  The MR2 Spyder has come back for one reason and one reason only; to to battle with the current king of the affordable roadsters, the Mazda Miata.  Retaining its mid-engined layout and losing its roof, the resurrected MR2 Spyder hopes to succeed on a playground where many others have failed.  Toyota had automotive play in mind when the MR2 Spyder was designed, too.  The console is easily removable to lighten the car for track use.  Body panels are also easily removable, for easy customization.  And, of course, the mid-engined layout is favored by amateur and professional racers alike for its superior handling characteristics.

It certainly looks like a perky superhero’s car.  Big round headlight and taillight pods give the MR2 Spyder a pleasantly cartoonish look, reminiscent of a mid-Fifties Porsche, to those who’ve met one.  Still, it’s no creampuff–the car’s curves are hard-edged, giving it a more aggressive look than the curvy Miata.  Side vents allow the mid-mounted engine to breathe.  Of course, it’s available in seven bright, cheerful colors.  The standard 15″ wheels are a nice design, but the MR2 Spyder high, vertical sides make them look small.  It’s definitely not boring.  During our test drive, we pulled into a Texaco to fuel up and were told, “You’ve got a beautiful car,” by the cashier–who had just watched the customer before us leave in a Porsche Boxster.

It’s a good thing the Powerpuff Girls don’t have any accessories or equipment to take into battle, because they won’t be carrying much of anything in the MR2 Spyder.  A stylish, characterful interior is pleasing to the eye and hands, but nearly devoid of cargo cubbies or useful storage space.  Toyota has gone for style over substance in a big way.  That’s not a completely bad thing.  The MR2 Spyder’s interior is a riot of silver on black, with the same comfortable three-spoke steering wheel found in the Toyota Celica.  Silver roll-bar style accents adorn the doors.  Although there isn’t much space for their stuff, room for two passengers is ample thanks to a mostly flat floor. The seats are comfortable, and the door sills are higher than a Miata’s for increased side-impact protection. Elbow space is generous–a ride in a Miata’s narrow cabin will illustrate the need for it amply.  The MR2 Spyder’s is roomy enough to leap into, should a superhero-type emergency preclude opening the doors.

The top is a Z-folding design which collapses into a shallow well behind the seatsIt’s easy enough to drop and raise the top without a power assist, but it lacks the Miata’s “pop-it-and-throw-it-back” ability.  On the other hand, it latches itself down, so there’s no need for a tonneau cover, a much neater design than the Miata’s.

Backing up that Marvel Comics face are road manners that would do any faithful sidekick proud.  With 138 horsepower propelling a 2195-lb car, the MR2 Spyder doesn’t lack in the get-up-and-go department.  Like its big brother the Celica, with whom it shares its 1.8 liter engine, the MR2 Spyder is an aggressive car on the road.  It’s eager to shoot through gaps in traffic and turn every commute into an adventure.  A Miata has the same playful feel, but is happier to play at lower speeds.  Luckily, superheroes don’t need to worry about speeding tickets, either.

Handling is as impressive as the mid-engine layout promises.  Mid-engined cars enjoy a substantial handling advantage over cars with front or rear engine placements, thanks to phenomenal balance.   MacPherson struts at all four corners of a fully independent suspension don’t hurt either.  The MR2 Spyder’s turn-in response is excellent, and the tail stays planted through the tightest, fastest turns.  On uneven pavement, the MR2 Spyder bobs and weaves like a boxer, but doesn’t lose stability the way that many sports cars do.  With four wheel disc brakes and standard ABS, it’s also easy to stop.  The MR2 Spyder’s small size makes it seem like a distilled car, with no extra additives or calories.

The “fat-free” approach applies to sales as well.  The MR2 Spyder comes in only one trim level, and the only factory option is a leather interior.  The base price of just over $23,000 includes a cassette/CD audio system, air conditioning, antilock brakes, and a folding wind deflector as standard equipment.

Has Toyota built a Miata-killer?  Depends on what you want to do with it.  The MR2 Spyder enjoys a performance and arguable appearance advantage, but the Miata is much more people-friendly, with space for doodads and a simpler top.  On the the other hand, you can’t run up to a Miata and jump over the doorsill to get in, which is half the fun of owning a convertible.  In the end, we think that an MR2 Spyder would be great to have along if you had to save the world before bedtime, like the Powerpuff Girls, but a Miata would be easier to live with.

Specifications:

All specs are for the 2001 Toyota MR2 Spyder, which we tested.
Length:     153.0 in.
Height:        48.2 in.
Wheelbase:    96.5 in.
Curb weight:    2195 lb.
Cargo space:    1.9 cu. ft.
Base price:    $23,098
Price as tested: $23,583
Engine:     1.8 liter DOHC 16-valve four cylinder
Drivetrain:     five-speed manual, rear wheel drive
Horsepower:     138 @ 6400 rpm
Torque:     125 @ 4400 rpm
Est. mileage:    25/30

10/2010 update:  The MR2 Spyder started off good and evolved into an excellent little sportster.  See the comments for a list of upgrades to the later-generation models kindly provided by a knowledgeable MR2 Spyder owner.