Automotive Reviews
Posts tagged sports car
2001 Chevrolet Corvette
Jul 14th
As if to prove that the universe has a sense of humor, it began to rain almost as soon as the Chevrolet Corvette convertible arrived in the driveway. It then proceeded to rain, continuously and sometimes torrentially, for the next five days. It may come as a surprise to hear that this was no problem whatsoever.
Thanks to stunning performance and a badge marking it as a member of GM’s value-leader division, the Corvette has a reputation as something of a bargain-basement supercar. With a powerful V8 up front and room for two in a wide, voluptuous body, it certainly fits the supercar bill. At the same time, the Corvette is not as race-engineered as a Porsche 911 or Ferrari, nor as flamboyant as a Lamborghini. And it’s not quite as…just plain nuts as a Dodge Viper. As a result the Vette gets left off of a lot of ultimate-performance wishlists. That’s a mistake. The dark days of the late 1970s are long gone, and the Corvette is a serious, world-class performer. The introduction of the 405 horsepower, race-bred Z06 model this year serves to underscore this fact. The 350-hp “standard” Corvette is nothing to sneeze at, either.
The current Corvette retains a familiar long, drooping snout and short, four-taillight rear deck as visual links to the Vette’s long history. It’s wide and low, even more so close up. Vents behind the front wheels emphasize the wheels and narrow-waisted silhouette. The broad hood is handsomely sculpted, as if pulled down taut over the motor. The wheels are big, of course; 17″ in the front, 18″ at the rear, with a handsome open five-spoke design. The convertible’s top hides under a rigid tonneau that matches the body and dives down between the passengers.
There’s more space than you’d expect inside. It’s a long drop to get there, but the seats are wide and comfortable. The cabin feels private and snug, even with the top down. The Corvette wraps around its passengers, with high sills and that long hood stretching so far out in front you’ll wonder if you’re sitting on top of the rear axle. A surprisingly generous trunk can be accessed through the decklid or from the interior. It’s easier to get into a Corvette than out again, thanks to gravity. The handsome dash consists of multiple dials set in a three-dimensional array. A heads-up display (HUD), which projects a digital readout of road speed onto the windshield so drivers don’t have to look away from the road, is also available. If there’s a complaint, it’s that the Corvette doesn’t look or feel particularly special inside. It certainly doesn’t feel like a $50,000 car in there.
With the top locked firmly in the up position, the week’s rain showers proved to be an opportunity for the Corvette’s sophisticated, high-tech side to shine. The 5.7 liter V8 makes 350 horsepower. Corvette convertibles are not available with the more powerful engine from the Z06, not that it matters. Any new Corvette is powerful enough to require a great deal of vigilance and maturity when dealing with traffic. Roll-on acceleration is staggeringly fast. Our test car was equipped with a four-speed automatic transmission (a six-speed is optional), which made percolating slowly through town easy but seemed to hurt outright acceleration.
The Corvette is never a handful, though, thanks to an outstanding stability system. The Active Handling system is standard equipment. By controlling the proportioning and stability of the rear brakes during light braking and hard acceleration, it is able to arrest even the most boneheaded stomps of the throttle. Getting the rear tires to spin is never hard, and an integrated traction control system is along for the ride to straighten the car out when things begin to slip sideways. The system controls wheelspin without cutting off power or reducing acceleration. Even in a torrential downpour, the wide-tired, low-slung Corvette was a breeze to keep on the road. Don’t like traction control? A “competitive mode” can be selected, which keeps Active Handling but shuts off the traction control.
On the road, the Corvette feels substantial, almost heavy. It’s not cumbersome, but the sensation is of a car with a large footprint. The four-wheel independent suspension consists of double wishbones at all four corners. Like a Porsche, the Vette’s potential is too high to be explored on public roads. Saturday-morning corner-burning is fun, but the car will be bored with it. The race-bred suspension is overmatched to almost any public road. The feeling of control is a given; the Corvette responds as quickly as an attack-trained police dog. All of that unused potential makes it hard to relax completely, though.
Alongside Porsches, Dodge Vipers, and Ferraris the Corvette is something of a wallflower when it comes to attitude and curbside appeal. Make no mistake, however; it’s just as much of a housebroken race car as the rest of them. Doing without the flashy image pays off, too; the Corvette’s road-racing performance starts well below $50,000. Our test car was a Corvette convertible, equipped with dual-zone air conditioning, the HUD, and chrome wheels. It stickered for $52,350.
Specifications:
All specs are for the 2001 Corvette convertible which we tested.
Length: 179.7 in.
Width: 73.6 in.
Height: 47.8 in.
Wheelbase: 104.5 in.
Curb weight: 3248 lb.
Cargo space: 13.9 cu.ft.
Base price: $46,805
Price as tested: $52,350
Engine: 5.7 liter OHV V8
Drivetrain: four-speed automatic, rear wheel drive
Horsepower: 350 @ 5200
Torque: 360 @ 4000
Fuel capacity: 18.5 gal.
Est. mileage: 18/26
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
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.