Automotive Reviews
Posts tagged roadster
2001 Toyota MR2 Spyder
Jun 27th
If you’ve been anywhere near an elementary school or a shopping mall this year, you’ve seen the Powerpuff Girls–bright-colored, big-eyed preadolescent superhero stars of their own action-packed series on the Cartoon Network. The car you see here today might well be the number-one candidate for Official Car of the Powerpuff Girls.
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.
2001 Porsche Boxster S
Jun 21st
It’s often said that Porsches have dual natures. They’re equally happy cutting apexes on a race track or getting groceries. Actually, that’s a slight misstatement. Porsches are capable of performing mundane car tasks, unlike many other sports cars. They’re not really happy unless they’re on an honest-to-goodness race track, however.
Case in point; the 2001 Porsche Boxster S. The Boxster joined the Porsche lineup when demand for a less-expensive junior model collided with the desire to produce a true mid-engined Porsche for the street, and resulted in a popular show car. High customer demand urged Porsche to create a roadgoing version, and the Boxster has become as respected a member of the lineup as the venerable 911. In 2000 the S model hit the streets, with a larger 3.2 liter, 250 horsepower engine to up the performance ante.
Without a doubt it looks the part of junior Porsche. The tubby, pinched-ended silhouette is reminiscent of both the contemporary 911 and the classic 550 Spyder, a racing Porsche from the Fifties. The aerodynamically tapered body is pulled down tight over 17″ wheels (the rear wheels are wider than the fronts, race-car style), through which the bright red brake calipers are visible. The Boxster’s style is all designed to hint at or show off the substance lying beneath. Big air intakes on the flanks aren’t just for show; they feed cool air to the engine. No showy spoilers for this car, either; air is managed by a small, discreed spoiler which retracts at speeds below 50 mph. The Boxster S has a third radiator for additional cooling as well, resulting in a slightly different front fascia.
It’s purposeful inside as well. The Boxster’s oval body shape is echoed in the contours of the dash and cockpit. Driving a Porsche is a very oval experience. Most of the touchable surfaces in the cabin car covered with “soft-touch” material–a special grain for the leather or plastic which gives the interior a surprisingly warm, friendly feeling. All Boxsters are convertibles, and the roll bars behind the seats are a visible part of the structure. The power-operated top lowers in less than a quarter minute. A hardtop is available, as is a cool roof rack that can be attached to either the hard or the soft top and can carry up to 165 pounds of bikes, skis, or other sporting equipment. The Boxster S is set apart from lesser Boxsters by a unique gauges and aluminum trim.
We were surprised by the first Boxster S we drove. After hearing all about Porsche’s engine and chassis development, we found the Boxster to be a sluggish, pouty companion around town. The high doorsills and roll hoop behind the seats give it an unpleasant bathtub feel, and the controls are heavy. Leaving stoplights with no lurching as the clutch is released takes some practice. The horizontally-opposed (“boxer”) six-cylinder engine burbling away right behind the passenger cabin provides adequate power, but feels unpleasantly restrained, as if something has been stuffed into the tailpipe. The six-speed manual transmission is shared with the 911 Carrera and shifts nicely, but all in all the car is sulky around town. It will handle commuting duty, grudgingly.
Then we got it on a racetrack. Given a chance to run, the Boxster was transformed. With nothing but open track ahead, the boxer motor shakes off the lethargy, 250 horsepower makes itself known, and the 2855-lb car rockets eagerly from turn to turn. The Boxster can be heel-toe downshifted just like a race car, and enjoys the opportunity to let you practice. The heavy-feeling steering is perfectly weighted for track time as well. The Boxster has a mid-engined layout, considered by many the best for racing. The inherent balance of the mid-engine layout results in quick turn-in and hair-trigger reactions from the four-wheel independent suspension. The suspension is a bit stiff on the road, but on the track it turns the Boxster into an extension of your driving.
Also invisible on the road is the new-for-2001 Porsche Stability Management (PSM) system. This system replaces the more conventional traction control on the options list, and detects slippage at the front or rear. The system uses the brakes and throttle control to stabilize the car on any surface. We didn’t notice it on the road, but on the track it kept us going straight when we pushed a bit beyond our ability more than once. It can be switched off, but even the most overconfident drivers will appreciate having the discreet assistance of PSM along.
Around town we didn’t even notice the massive four-wheel disc brakes, which haul the Boxtster to a stop phenomenally fast but are still best for street duty; they began to smoke and smell after an hour or two of lead-foot hot laps. That aside, it was instantly clear to us that no Boxster will be truly happy without a race track or a winding canyon road to tear up on a regular basis. Buyers wanting a Porsche as an ego boost will be more comfortable in the larger, pricier 911 on a daily basis. True car nuts, on the other hand, will be happy to cram 9.1 cubic feet of luggage into the Boxster’s tiny cargo areas and head for the hills for a weekend.
Specifications:
All specs are for the 2001 Porsche Boxster S, which we tested.
Length: 171.0 in.
Width: 70.1 in.
Height: 50.8 in.
Wheelbase: 95.2 in.
Curb weight: 2855 lb.
Cargo space: 9.1 cu.ft.
Base price: $50,200
Price as tested: $56,122
Engine: 3.2 liter, DOHC “boxer” six-cylinder
Drivetrain: six-speed manual, rear-wheel drive
Horsepower: 250 @ 6250
Torque: 225 @ 4500
Fuel capacity: 16.9 gal.
Est. mileage: 18/26
2009 Mercedes SLK350
Dec 8th
“Oh, man!” said one of the coworkers at my summer job when I pulled up in the new Mercedes SLK350. “So be honest with me–is this the most expensive car you’ve ever tested?”
I had to tell him that no, not exactly. The SLK350 is actually the freshly redesigned junior member of Mercedes’ roadster family, and stickers for less than $50,000. In terms of curb appeal, though, it’s clear that the SLK’s new face, more powerful engine and upgraded interior are easily worth six figures.
Introduced in 1996 with the first wave of drop-top roadsters coming from Germany, the SLK has always been the plushest member of the fraternity, which currently includes the BMW Z4, Audi TT and Porsche Boxster. It was the first of the bunch to let the sun shine in with the use of a retractable hardtop instead of a canvas convertible roof. Though it’s got some sporty moves, the SLK is distinguished by being the most comfortable in its class, a sporty boulevard cruiser that’s comfortable enough to drive cross-country.
Redesigned for 2008, the SLK gets major revisions to its V6 engine to up the performance ante. The 3.5 liter V6 engine provides decent performance, though even with 300 horsepower on tap the SLK doesn’t feel as hard-edged as its competitors. Displacement has not been increased, but a new intake manifold and valvetrain modifications are responsible for the power increase. The high-revving V6 is happy at just about any speed, and returns mid-twenties fuel economy on the freeway as well, giving the SLK a five hundred-mile range if it’s driven gently. The new seven-speed automatic transmission does its part as well; with more ratios to choose from, the V6 is more efficient. The SLK350 is the middle child of the lineup; it’s bracketed by the 228-horse SLK300 and the 355-horse SLK55 AMG.
The SLK350’s performance is entertaining, but serious sports-car fans will find it only mildly amusing. Then again, those folks rarely slow down to enjoy the scenery, and the SLK makes it comfortable to go fast or slow. The suspension is fully independent, with two-piece control arms and coil springs up front and a five-link rear. Anti-squat and -dive geometry keeps the SLK350 level under hard acceleration or braking. Standard stability control means that the rear-drive SLK350 keeps its composure in the wet, and this is a solid-feeling little roadster that never quailed when asked to deal with Detroit’s less-than-friendly road surfaces. A new direct-steer system makes the SLK more engaging than previous versions, taking much of Mercedes’ trademark numbness out of the drive. On average roads, at legal speeds and without a stopwatch counting the fractions of seconds, the little Mercedes is great fun to drive. You can push it harder than that, and it’ll do as it’s told, but it’s clear all the time that F1-grade corner carving is not the SLK350’s forte. It’s almost too soft-hearted to be considered a sports roadster, though the lack of a back seat and the ultra-compact dimensions put it in that class.
Track numbers aren’t everything, of course, and the SLK is just as happy being an automobile of leisure. The SLK remains the most elegant of the various compact two-seat roadsters on sale. The SLK’s redesign gives it show-stopping looks. This may be one of the junior members of the Mercedes family, but you wouldn’t know that from the curb, and more than one onlooker was surprised to learn that the SLK didn’t come with a six-figure price tag. The sleek, raked-back looks of the full-size SL roadster have been combined with Formula One cues like the strongly V-shaped front splitter and large Mercedes badge to create a sporty, upscale look that’s unique. The rear of the car has also been restyled, with smoked taillights, quad exhaust outlets and tough-looking ground effects. The SLK looks restrained and powerful at the same time.
The SLK’s interior has been revised for a sportier, driver-oriented feeling. Even with snug seats, an aggressive, racing-style instrument panel and a laid-back driving position, however, the SLK still exudes an air of elegance that puts it above the league of the Miatas and Solstices of the world. A choice of burr walnut or black ash woodgrain trim decorates the dash. Driving free of distractions is aided by the Bluetooth-compatible phone and voice-command system. These, and the available iPod controller, are all linked through the instrument panel for ease of use. There’s also an SD memory card slot in the dash, and the navigation system’s screen is larger for easier reading. The available harman/kardon Logic 7 sound system provides powerful tunes with the roof open or closed. And speaking of the roof, it doesn’t seem to matter that even Pontiac’s doing a retractable hardtop these days; popping the SLK’s top conveys celebrity status in just twenty-two seconds, as people crowd to watch the roof raise up, fold itself, and slide neatly into the trunk. I was able to enjoy top-down driving in Michigan’s balmy fall weather thanks to the unique AIRSCARF system of air vents that blow warm air across the driver and passenger’s shoulders when the top’s down.
It’s almost impossible to go wrong when you’re talking about two-seat, top-down motoring, so it boils down to a matter of style. If you’re looking for sports roadster thrills combined with long-distance capability, wrapped up in a packaged that will make the valet parkers smile with respect when they see you coming, the SLK350 might just be your ticket. It’s a Mercedes, of course, so you’re going to pay for that status. Pricing for the SLK350 starts at just under $50,000, but the options add up quickly. My test car featured satellite radio, the AIRSCARF and heated seats, a navigation system and the harman/kardon sound system, and stickered for $60,225.
Specifications: All specs are for the 2009 Mercedes SLK350.
Length: 161.5 in.
Width: 70.4 in.
Height: 51.1 in.
Wheelbase: 95.7 in.
Curb weight: 3318 lb.
Cargo space: 9.8 cu.ft. (top up); 6.5 cu.ft. (top down)
Base price: $49,950
Price as tested: $60,225
Engine: 3.5 liter DOHC V6
Drivetrain: seven-speed automatic transmission, rear-wheel drive
Horsepower: 300 @ 6500
Torque: 265 @ 4900
Fuel capacity: 18.5 gal.
Est. mileage: 18/26