Automotive Reviews
Posts tagged sports car
2003 Nissan 350Z
Oct 12th
It’s hard to say exactly what first draws the eye to the 2003 Nissan 350Z. It might be the grille-less nose, or those big wheels. Maybe it’s the silhouette, which seems to slope away on all sides from a single point in the middle of the roof. It’s certainly not the Nissan badge, because all during our test drive people were asking, “What kind of car is this?” in spite of the prominent nomenclature front and rear.
The new 350Z is an all-out, front-engine, rear-drive sports coupe, intended to take on Corvettes and BMWs, both on and off the track. In fact, Nissan offers a “track” version of the 350Z, with all of the performance goodies in one package. In short, the new Z picks up where the old one left off, adding a healthy dose of return-to-roots flair to entice buyers who fell in love with the original Datsun 240Z back in 1970. It’s also obvious from the shape and performance that the new Z is more closely related to the 300ZX of the late 1990s than it is to Datsun’s long-nosed coupe.
The 350Z combines the taut, pulled-back family look of modern Nissans with the proportions of past Z cars. It’s low and wide, of course, with projector-style headlamps and unusual vertical door handles. The upper body leans in sharply toward the greenhouse along both sides to heighten the impression of speed. Massive 18″ wheels are optional equipment, and they’re pushed out to the corners of the car to lengthen the wheelbase and give the new Z a tenacious grip on the road. Neat triangular taillamps and twin exhaust pipes complete the look. Sharp eyes will note the rear strut tower brace, a suspension component that runs through the luggage compartment. Nissan has decorated it to match, “Z” logo and all.
Inside there are more nods to the 350Z’s forebears. The instrument panel is a simple, no-nonsense unit with three large gauge pods. There are also three ancillary pods in the center of the dash, hooded like those of the original Z. The 350Z is light on non-functional, non-essential equipment (not counting the navigation system’s video display, of course). No 2+2 model, the 350Z is a two-seater only. The rib-hugging seats are comfortable enough for all-day trips, and for weekend getaways there’s space behind the seats for a moderate amount of luggage or even golf bags. There’s next to no storage space in the cockpit, however. Even the 12v outlet for a cell phone is located somewhat awkwardly behind the seats. Got a CD case? An extra bottle of water? A tool kit? Forget it. Items larger than change or a wallet have to be placed in the cargo area, where there’s nothing to stop them from sliding all the way to the back when you stomp on the gas.
Nissan has traditionally powered its Z cars with six-cylinder engines, and the 350Z is no exception. A 3.5 liter DOHC V6 knocks out 287 horsepower, and that’s without the help of a turbocharger or supercharger. The all-aluminum, 24-valve engine uses a continuously variable valve timing system similar to those seen on some smaller-bore sports cars. By changing the engine timing, the 350Z can make the most of the available power under acceleration from a stop, at constant cruising speeds, and in stop-and-go traffic. On the road, it’s a bit twitchy, but our 350Z Touring model was equipped with a five-speed automatic transmission. The six-speed manual would be the better choice; we grew to quickly hate the autobox, whose slow (but smooth) shifts seem to dull the 350Z’s catlike reflexes.
A fully independent multi-link suspension ensures glued-to-the-pavement handling. It’s taut and responsive, just like a track car should be. The downside is that even our “Touring” model, with a more on-road oriented setup, was downright vicious on rutted and potholed roads. The 350Z tracks nicely, without as much of a tendency to follow the crown of the road as some big-tired sportsters, but a long highway trip will still be a bit of an endurance contest for sensitive backsides. For what it’s worth, we found the 350Z to be lacking in the soul department as well. It’s more of a track tool than a back-road buddy.
The 350Z may have the DNA of classic sports cars, but it’s got modern appointments as well. Front, side and curtain airbags are available, as well as traction control and Nissan’s Vehicle Dynamic Control (VDC) traction control system.
The 350Z’s pricing is refreshing, at least. Available in base, Enthusiast, Performance, Touring and Track models, the base price of $26,269 isn’t too far from what a new 300ZX cost six or seven years ago. Our test car was a Touring model, and added a limited-slip differential, CD changer, leather seats, traction control and xenon headlamps to the base equipment list and about $5000 to the bottom line. With the addition of a navigation system it stickered for $34,454.
Specifications:
All specs are for the 2003 Nissan 350Z, which we tested.
Length: 169.7 in.
Width: 71.5 in.
Height: 51.8 in.
Wheelbase: 104.3 in.
Curb weight: 3210 lb.
Base price: $31,589
Price as tested: $34,454
Engine: 3.5 liter DOHC V6
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 287 @ 6200
Torque: 284 @ 4800
Fuel economy: 19/26
2009 Porsche 911 Carrera 4 S cabriolet
Sep 25th
If there’s such a thing as an all-around supercar, the Porsche 911 has held that title for several decades running now. In production and constantly evolving since 1963, the 911 has become a rolling technological tour de force wrapped in a skin that most casual observers can recognize, even if the layperson doesn’t always appreciate what it means.
Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception. The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates. The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911. For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.
The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations. Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse. The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model. With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light–at just 77 pounds, it doesn’t have a significant negative effect on performance. Even the ordinary parts are extraordinary on a 911–the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs. Nineteen-inch wheels are standard on the 911 Carrera 4 S.
The cabin is snug, but much more comfortable than one might expect from a dedicated sports car. The 911 has always been the “supercar you could live with,” and the latest iteration is no exception. Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions. The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module. There’s even a chronometer on the dash. Why? For recording lap times, of course. The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.
If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience. You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck. It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!” Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it. The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower. Fuel economy is also improved, to 18 in the city and 27 on the freeway. Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic. To rein in that accelerative ability, Porsche’s Launch Control is included.
Forget anything you may have heard about this car being hard to drive. The 911 has endless grip and stability, especially in all-wheel drive format. It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!) On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet. The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts. It’s also lighter than the Tiptronic, for that all-important weight savings. With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously. This makes shifts quicker, with no lag while the revs are matched to the next gear. All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo. It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.
The handling is in its own league. The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty. The suspension is fully independent, and not easily summed up. Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm. The rear uses independent control-track arms for each wheel. The mechanics are complicated, but the results are obvious: the 911 grips the road with unmatched tenacity. It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails. Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009. Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.
The Porsche 911 is a constantly evolving yet approachable supercar. As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s. This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable. The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets. The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow. The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100. It’s rare that I say this about any six-figure automobile, but: this one’s worth it.
Specifications: All specs are for the 2009 Porsche 911 Carrera 4 S Cabriolet
Length: 175.8 in.
Width: 72.9 in.
Height: 52.6 in.
Wheelbase: 92.5 in.
Curb weight: 3516 lb.
Cargo space: 4.4 cu.ft.
Base price: $102,900
Price as tested: $120,100
Engine: 3.8 liter horizontally-opposed six-cylinder
Drivetrain: seven-speed double-clutch automatic transmission, all-wheel drive
Horsepower: 385 @ 6500
Torque: 310 @ 4400
Fuel capacity: 17.7 gal.
Fuel economy: 18/27
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