Automotive Reviews
Posts tagged roadster
2002 Mercedes SLK32 AMG
Jul 21st
So it’s Saturday night, and my wife isn’t home. I decide it’s a good night to rent a “guy” movie of the sort she normally doesn’t like to watch, with lots of explosions and bad dialogue. I go outside, hop into the Mercedes SLK32 AMG I’ve got to test this week, and head for the video store, which is about a mile away. And then a voice, maybe it’s the car’s, murmurs something about putting the top down. It’s a nice night, after all, and there’s a full moon…
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
2002 BMW Z3 3.0i
Jul 20th
The BMW Z3 is on its way out, so we decided to take one last fling with one of our favorite sporty roadsters.
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
2001 Honda S2000
Jun 27th
Santa Claus was understandably taken by surprise when I showed up at the front of the line, no child in sight, and jumped into his lap. “Oooof!” he gasped. Clearly he wasn’t used to accommodating adults during these mall visits.
“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