Automotive Reviews
Posts tagged roadster
2004 Cadillac XLR
Dec 13th
Regardless of what you know about its origins, the Cadillac XLR is not just a Cadillac Corvette. It’s true that this big, two-place sedan shares platforms (and an assembly line) with Chevrolet’s legendary sports car, but the wide-track stance and the woof from the exhaust are the only things that are the same.
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
2003 Panoz Esperante
Sep 17th
Georgia car manufacturer Panoz Auto Development has been quietly building sports cars since 1990, but outside of the car world, they’re not exactly a household name. Will that change with the introduction of the ever-evolving 2003 Esperante? Well, probably not. But that’s not a bad thing; the race-bred Esperante isn’t for everyone anyhow. Driving it in traffic is, in fact, not unlike walking a Rottweiler through a cat show.
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
2003 Maserati Spyder
Aug 31st
The Maserati name is so legendary and recognized, even among non-car people, that you wouldn’t know they hadn’t sold any cars in the United States in over a decade. The Italian sports car maker’s claim to fame is its long history of racing success, dating to the 1930s. Grand Prix heroes like the A6GCM and the 250F were followed by road-going sports cars like the Mistral and unforgettable Ghibli of 1966. These quintessentially Italian cars were memorable enough to firmly entrench the name “Maserati” in the ranks of the automotive elite. Even a string of less-than-memorable cars in the Eighties and a quiet withdrawal from the US market (not counting an ill-advised, Chrysler-based bit of badge-engineering) couldn’t sully the great name.
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.