Hot Ragtops For Under $35K

Thinking about a convertible? You're not alone, but it hasn't always been so. Two dozen years ago, the convertible was as dead as a rock. When Cadillac announced that the '76 Eldorado would be GM's final ragtop, it represented the end of domestic convertible production (at least for the time being). Just a year or so earlier, the Scaglietti coachworks in Modena, Italy, handcrafted the shell for the final Ferrari 365 GTC/4 "Daytona" Spyder. Once finished, the car sat unsold for more than a year. Other than an MG here and an Alfa there, it seemed the droptop's days had come and gone. Emphasis: gone.

You wouldn't know it now, as manufacturers are pummeling the marketplace with convertibles large and small, and roadsters by the pound.

We've rounded up some of today's best mobile tanning machines for this report. A few are concepts. Others, like the BMW 3 Series, are on their way to market as you read this. And the rest are here now.

Those in production underwent our regimen of special convertible tests. We put the tops up and down more times in one test than you would in a year to see how they work, sound, look, feel, protect, leak, or don't leak. You should do the same with any drop-top you're considering.

And especially note the ease of installation of the boot (the soft or hard panel that covers the folded top). Some require maddening machinations of pulling, stretching, snapping, and cursing before they fit into place, while others automatically deploy as part of the top's operation.

We're glad the ragtop is back in fashion-because there's no better way to enjoy summer. -Matt Stone

{{{Chrysler 300}}} Hemi CSquatting provocatively on its 19-inch front and 20-inch rear tires, the 300 Hemi C concept looks to us as if its father were a wedgy C5 Corvette and its mother a stylish {{{Chrysler 300M}}} sedan. But while those might be some exceptionally fine all-American parents, they're not quite right.

Joe Dehner, a senior design manager for Chrysler's Studio #3, insists the design DNA for his Mocha-Pearl-painted car, with its bulging wheel arches and out-to-the-horizon hoodline, is a bit more complex. Dehner, who was responsible for the exterior, describes it as, yes, a mix of the Chrysler 300M sedan, plus Chrysler's Sebring convertible, and a bit of '60s Ferrari. Whatever its stylistic origins, this elegant concept flatly blew the doors off many of the concept cars when it was first displayed at this year's North American International Auto Show in Detroit (and featured in our April 2000 issue).

We're giving you a closer look at this vehicle because rumors are currently swirling that this is one of the Chrysler concepts that might get built. Indeed, this may well be one of those production cars that Tom Gale, executive vice president of product development and design, says he "hides in plain sight."

One important aspect of this car is already real. And that's the 5.7-liter (same displacement as the Vette) Hemi OHV V-8 lurking under its seductively long hood. In company literature, Chrysler describes this engine, with its hemispherical combustion chambers, as a "prototype." That's a word generally reserved to describe a vehicle or component that may be handbuilt but is nonetheless in a serious stage of the design and development process. We certainly hope this isn't a misuse of nomenclature, given the one horsepower per cubic inch and (supposedly) equal 353 pound-feet of torque tagged to this V-8.

A clever feature of this engine (and also hinting that it might well be on the production pathway) is a sophisticated cylinder-deactivation system for shutting down fuel and spark to cylinders when they aren't needed on the highway. (An electrohydraulically shifted lost-motion device deactivates the valves.) It then automatically brings them back on line for acceleration, passing, or towing. This reminds us of the beleaguered Cadillac V-8/6/4 of 20 years ago, but is assuredly much more sophisticated.

Raising or dropping the fully lined fabric convertible top is a one-finger affair initiated by pushing a single button on the center console, automatically locking/unlocking the windshield header latches. The concept's suspension is MacPherson struts in front and an aluminum five-link coil-over-shock rear setup; its huge 14-inch ventilated discs (probably too big for actual production, due to cost) are squeezed by powerful four-piston calipers.

Adding more spice to the 300 C production discussion are some top Chrysler insiders who say the company is looking hard at rear drive for its future luxury models. In fact, a high-level Chrysler engineer and an executive designer described to us the "parts-bin engineering" for the Hemi C that taps into sibling Mercedes-Benz for some of the car's rear-drive hardware.

As for our initial observation about a C5 Corvette being one of the styling inspirations for the Hemi C, we won't apologize. Dehner revealed that design chief Gale asked to have the ports in the front fenders scaled back from the original ones to be "more in keeping with the refined, upscale nature of this car." But then again, maybe they just made it look a bit too much like a Vette, particularly when viewed from the rear three-quarter perspective. Whatever, and from wherever it came, it's drop-dead, drop-top gorgeous.

Chrysler officials say the car would be capable of 160 mph and a 0-60-mph sprint of 5.9 seconds. The plan is to let us drive the 300 Hemi C soon. We'll let you know.-Jack Keebler

Toyota CelicaConvertible ConceptAccording to the official word, Toyota has no immediate plans to introduce this drop-top version of its sporty new Celica any time in the immediate future. But that could quickly change with the right public response.

Based on a standard GT-S liftback, this handsome one-off was styled at Toyota's Calty Design Research facility in Newport Beach, California, with co-input from the Toyota Motor Sales USA product-planning department. The job of turning concept to reality was placed in the capable hands of those veteran concept-car craftsmen at Metalcrafters.

Stage one in the transformation process involved a deft slice-and-dice to remove the Celica's roof structure and liftgate. These bits were replaced with a softtop assembly that tucks neatly away beneath a special hard tonneau cover penned to mimic the lines of a Celica Coupe. The changeover also entailed a relocation of the high-mount stoplamp from the trailing edge of the back glass into the decklid proper.

Inside, Team Toyota added a number of distinctive touches meant to endow the car with a more aggressive yet sophisticated character. Front buckets are covered in a tri-color combination of blue and gray ultrasuede accented with gray-blue leather, while the rear bench gets a similarly color-keyed leather and cloth matchup. The center console also carries an inset panel matched to the car's exterior paint.

Toyota plans to closely monitor the Celica Convertible's appearances at car shows with an eye to gauging potential buyer interest. So, let them know what you think.

Because it's still very much a concept, no pricing of a production car is being discussed, but our guess is somewhere in the $25,000-$27,000 range. We say, "build it!"-Bob Nagy

Mercedes-BenzVision SLA ConceptSay the name "Vision," and any right-thinking auto show aficionado immediately recalls some type of high-tech Mercedes concept car. Latest in this line of dream machines to carry that sobriquet is the petite SLA. While M-B execs won't officially comment on the prospects of turning this space-age two-seater into a production reality, word is they're giving it serious consideration. If approved, the SLA could show up on public roads within three years as a trendy-and affordable-alternative to the Mazda Miata, Toyota MR-2 Spyder, and BMW Z3.

Although loosely based on various platform mechanicals from the firm's European-only A-Class, this diminutive drop-top borrows extensive visual cues from its namesake predecessors. Not the least of those is M-B's ultimate "Vision," the SLR supercar (this issue's cover model) that will itself enter into very limited production for the 2003 model year. The SLA's nose and tail treatments also display obvious homage to the current McLaren/Mercedes F1 car. Pretty heady stuff for a car rumored to be priced around $30,000!

Wrapping the SLA's aluminum monocoque structure is bodywork rendered in a combination of aluminum and plastic composite materials. All load-bearing structures are of the former, while the latter is used for the purely aesthetic elements. Up front, exposed shock tower crowns add a uniquely high-tech visual touch all their own, while anchoring metal mesh panels that foster more effective cooling of its 1.9-liter/125-horse SOHC four-cylinder engine. Culled from the A190, it drives the SLA's front wheels through a five-speed manual gearbox. Given a curb weight of 2100 pounds, Mercedes says that combo should allow the SLA to run 0-60 mph in under 8 seconds.

Brimming with functional technoid touches, the SLA pairs its sport-tuned MacPherson strut/trailing arm suspension with Mercedes' ESP stability control. Powerful four-wheel disc anti-lock binders are bolstered by the M-B Brake Assist system. Dramatic lighting fore and aft is by a combination of Xenon, LED, and neon bulbs.

Inside, the SLA teems carbon fiber, saddle leather, brushed metal, and unique texture paint to create a kind of "maximum minimalist" look. Safety received equal priority with style, and to that end, the SLA boasts dual rollover hoops, as well as standard airbags and an A-Class-type front structure designed to divert the powertrain assembly down and under rather than straight back into its passenger compartment in case of a head-on impact.

With high-end styling, quality engineering, and a mere $30,000 pricetag, this "concept" Mercedes will be well worth waiting for-Bob Nagy

BMW 323CiIn March, BMW began selling the fourth version of its popular 3 Series. Following the introduction of the sedan, coupe, and sport wagon in '99, the new 2000-model convertible brings open-air fun to the line at a very affordable price.

The 323Ci convertible is powered for now by BMW's smooth-revving 2.5-liter DOHC inline-six with 170 horsepower and 181 pound-feet of torque. And we see no reason BMW won't later offer its larger six (BMW won't yet confirm the rumored new 3.0-liter), and whatever those speed merchants with M lapel pins cook up. Equipped with either a smooth-shifting five-speed manual transmission or the new Steptronic five-speed/three-mode automatic, we expect acceleration to be only slightly slower than that of its coupe cousin. Due to the drop-top's added weight, we expect 0-60-mph times in the mid-8-second range and handling to be only slightly less nimble than the agile sedan and two-door models

The convertible's steel unit body and sheet metal are shared with that of the coupe, but only from front bumper to the A-pillar. The rest of the body is reinforced and visually subtly different with a more pronounced beltline and a more muscular rear end. The interior of the open-air version is also slightly different. Its front seats feature new, integrated seatbelts, easing access to the rear seats, and floating headrests, while the rear seat occupants' headrests now utilize BMW's integral Rollover Protection System as standard equipment and deploy two structural bars in case of impending rollover. Also in case of an accident, dual front and side airbags protect front-seat occupants, while now-standard traction-control and stability-enhancement systems do their part to keep accidents from happening in the first place.

Besides the optional, removeable hardtop, the fully lined and padded roof also comes with new features: a heated, glass rear window that stows within a new variable roof compartment. When trunk space isn't diminished by the folded top, its storage compartment itself folds up and out of the way, creating 10.5 cubic feet of capacity. In addition, the drip rails of the convertible top have been redesigned to reduce water intrusion when the doors or windows are opened. Finally, the hard cover that automatically conceals the stowed top is now of lightweight magnesium.

And here's the best news you've heard all day: Despite all the new features and added standard equipment that was formerly optional, the price of BMW's latest convertible has risen only $290 above its predecessor's. If you were to total all the equipment on a comparably equipped '99 323i convertible, you'd find a car costing roughly $4000 more than the fully equipped 2000-model 323Ci.

Now there's a blast of fresh air as warm and welcome as a high-speed Sunday drive through the desert. -Chris Walton

Mazda MiataSpecial EditionSometimes the "limited-edition model" marketing spin works; sometimes, it doesn't. It certainly does the trick for Mazda, who's spun out nine of them based on the Miata since '91. Don't think anyone cares? One ardent Miataphile we know buys one of each, as they're introduced. And here's his next car.

Functionally, the 2000 Miata Special Edition is a '99 10th Anniversary Edition Miata wearing a new suit. While some would call it burgundy over tan, the color scheme is officially Mahogany Mica paint with a Parchment top and leather interior. S-E hardware includes a Nardi wood-rimmed steering wheel, shift knob, and handbrake lever; new white-faced gauges with chrome accent rings, chrome alloys, and a 200-watt Bose AM/FM/CD/cassette audio system that's more than capable of keeping up with top-down noise intrusion.

The best goody in the basket is the close-ratio six-speed manual transmission, as premiered last year on said 10th Anniversary model. This tranny is not currently offered on any other Miata, perhaps reason enough to strongly consider an S-E. Other functional hardware includes foglights, a mild aero package, and a Torsen limited-slip differential.

Otherwise, the Miata Special Edition remains an exceptionally well-trimmed, modern interpretation of the classic '60s British roadster. Its fully manual convertible top is simple, in terms of design, materials, and operation. Come to a stoplight, pull the release levers, and just throw the vinyl top back over your shoulder. Putting the top up is just about as facile, although some less-flexible staffers found it easier to raise the top when standing outside the car. The vinyl top includes a glass rear window and electric rear window defogger. The tonneau cover is light, compact, and relatively easy to install, though the vinyl appears to be of only moderate quality.

For those who like small, lightweight four-cylinder sports cars, the S-E remains giggly fun to drive. It's a close-coupled experience that can only be delivered by a rear-drive two-seat roadster. Although you won't confuse the Miata's torque curve with that of a Viper (it takes about 3.5 Miatas to create the torque issued up by just one Viper), the 1.8-liter/140-horse four is wholly appropriate to the car's mission. No complaints with the chassis' inherently stiff structure and crisp, neutral handling.

This newest Special runs around $1500 more than a fully equipped Miata LS-a bit under $27,000. About 3000 will be built, though only 2999 are likely to be available. We know one guy who's already got his order in.-Matt Stone

{{{Toyota MR2}}} SpyderExtract the essence of the '50s two-seater open-top sports car experience, mix in a liberal dose of Porsche Boxsteresque styling, and dress with new-millennium engine technology, and what you've got is Toyota's all-new {{{MR2 Spyder}}}.

This softtop retains the two-seat mid-engine rear-drive configuration of the original MR2, but otherwise is an entirely new statement designed to draw fresh youth into the Toyota fold.

The manually operated convertible top is simplicity itself. A glass rear window with defroster ensure optimum visibility out the rear. And switching from top-up to full-wind-in-your-hair mode takes mere seconds. Simply undo two latches and toss the top back. You could do it while sitting at a traffic light and still have time left over to apply sunscreen. Moreover, the top disappears into the cavity behind the seats and folds in such a way that it creates its own boot. Nice design. One annoyance, though, is the "singing antenna" that emits a high-pitched aero-drag note at highway speeds.

Providing the go-power for the Spyder is the new 1.8-liter DOHC 16-valve aluminum inline four-cylinder that's used in the 2000 Celica GT. Helping it squeeze a peppy 138 horsepower out of its 1794 cubic centimeters of displacement is Toyota's sophisticated VVT-i variable-valve timing system. Coupled with this is a precise-shifting five-speed manual transmission that feels well spaced in the lower gears, but allows that engine to rev so high in fifth we kept wanting to shift into a nonexistent sixth gear. And with only 125 pound-feet of torque on tap (at 4400 rpm), you do have to rev it-a lot!

Blessed with a light 2195-pound curb weight, well-tuned four-wheel strut-type suspension, and a new electric-hydraulic power steering system, the MR2 delivers a firm, sports-car ride, nimble handling, quick, responsive steering, and an overall driving experience born and bred for the twistiest back-country road you can find.

Yes, this Spyder is fun incarnate. But don't expect to carry much more than can fit in the passenger seat. A tiny underhood front compartment houses the space-saver spare with only enough room left for a briefcase. Dual cargo cubbies behind the seats provide a little more room, but total cargo capacity is a mere 1.9 cubic feet.

We came away with mixed emotions about the MR2. It's a great date car, will turn the right heads with its snazzy styling, and is a pure, unadulterated fun machine to drive. But its distinct lack of utility means you can carry a friend or groceries, just not both at once. So choose carefully.-Rik Paul

{{{Pontiac Firebird}}} Trans AmThe musclebound, tire-smoking, lewd, and crude Firebird Trans Am convertible greets 2000 with only minor revisions (new paint, wheels, improved emissions, and throttle linkage). But what remains is still a mixed bag of adolescent pleasure and aggravating packaging.

For starters, our test car arrived with damp carpet due to an unusual Southern California rainstorm, and we quickly learned why. The rake of the windshield combined with the wipers' ability to deposit the vast majority of the accumulated rainwater an inch from the corner of the driver-side window (and single-seal weather stripping) made driving the T/A an amphibious experience. When the top is up, two enormous blind spots lurk to the rear, and the preferred (though small) glass rear window almost fills the rearview mirror, but not quite. We were lucky enough to have a day of sunshine amid the downpour and found the action of the cloth convertible top to be quick and easy-two latches, and one button and the top was down in 16 seconds, up in 13.

With the top down, driving the Trans Am is a genuinely engulfing multimedia experience: wind tangling your hair, the sound of the 5.7-liter/305-horsepower LS1 V-8 tempting you to immolate the fat rear tires from every stoplight, an unobstructed 360-degree view of people wishing they were you, and a world of scents (burning rubber?) tickling your synapses. During our mostly wet and cold time with the T/A, we found the heater does an exceptional job with the top down, and wind buffeting is acceptable to a point. However, the much-ballyhooed "Monsoon" stereo wasn't up to its billing. With no speed-adjusted volume and regardless of whatever settings were attempted, it sounded flat and weak. And we all agreed the convertible's chassis stiffness and cowl shake reminds us too much of an '80s car.

The six-speed Trans Am represented itself well during on-track testing, with a 0-60-mph time of 5.5 seconds and a quarter mile posting of 13.9 seconds at 102 mph. We were expecting a better skidpad number than a 0.83 from the large 245/50ZR16 Goodyear Eagle GS-C tires, but were happy with its 65.5-mph slalom run.

As far as model availability, you can order a garden-variety 3.8-liter/200-horsepower OHV V-6 convertible Firebird fitted with a four-speed auto; but we'd opt for the tasty LS-1 V-8 Trans Am that comes with either a four-speed auto or a no-extra-charge six-speed manual transmission (upgradable to a $325 Hurst shifter as on our tester). Finally, if you choose the $3150 WS6 performance and handling package that adds 15 more real ram-air horsepower for a total of 320, you also get dual exhaust, a specific suspension/tire/wheel combo, and what Pontiac itself calls "a set of aerodynamic appendages."

Our problem is that most new cars have become so good in so many ways, and the Trans Am convertible hasn't come along for the ride. Yes, it's fast, sounds cool, and is, to traditional musclecar fans, good looking, but when considered as an all-around, everyday driving experience, it leaves us out in the rain. -Chris Walton

{{{Kia Sportage}}} Two-DoorSo you want a convertible, but don't want to spend a premium price? Say you'd also like a cute mini/utility to occasionally haul odd-size gear? Look no further, friends, the Kia Sportage two-door convertible is your ticket to ride.

Introduced in '98, the soft-top version of the Korean-made Kia is little changed for the millennium, which means the two-door rear-drive 4x2 with four-speed automatic retains its checkbook-friendly $13,995 base price. If you opt for the 4x4 five-speed manual version, you'll still be happy to find a $14,495 base price.

With either model, standard equipment includes a 2.0-liter/130-horsepower DOHC inline-four engine, a rugged, box-ladder frame, front disc and rear drum brakes (four-wheel ABS is optional), power windows/mirrors/locks, tilt steering wheel, dual airbags, and the industry's first driver's-knee airbag. Despite bargain-basement pricing, the Sportage is covered by a 3-year/36,000-mile basic warranty, and a 5-year/60,000-mile limited powertrain warranty. A 24-hour roadside assistance service is good for the same duration as the basic warranty.

Our rear-drive tester was optioned with air conditioning, alloy wheels, AM/FM stereo CD player, carpeted floormats, and $450 destination charge, extras tallying $2234, for a total of $16,229-thousands of dollars under the Honda CR-V and Toyota RAV-4 base prices.

Putting the top up and down on the Sportage is evocative of some campsite tent-raising experiences. It took about five minutes to tear the Velcro seals, unzip the side and rear windows, and unsnap and remove the top. It then took the full efforts of two people about the same time to put it all back in place (or twice that long for one).

Because the Sportage's partial convertible opens only over the rear occupants, the structural integrity of the hardtop model is retained along with the roof over the front-seat occupants. There was no noticeable chassis flex at all-unlike others in this group. Unfortunately, firm suspension settings and the short, 93-inch wheelbase conspire to offer a baby-buggy-like ride except on the smoothest surfaces. At the skidpad, the little truck gave up its grip at 0.66 g (0.04 better than a RAV-4 Soft-Top) and only eked out a 56.0-mph slalom run (2.9 mph slower than a CRV).

Acceleration of the 2.0-liter Sportage can best be described as "lethargic." With a 2.0-liter all-wheel drive Honda CR-V beating it to 60 mph by over 4 seconds, our best 0-60 run was 12.7 seconds. The quarter-mile dash lasted a protracted 19.1 seconds with a trap speed of just over posted freeway speeds at 70.6 mph. We expected miserly mileage from the TLEV-certified Sportage, but the automatic two-wheel-drive model could only manage 18 mpg in the city and 21 mpg on the highway.

You won't win any money racing in the Sportage, but you probably won't lose much buying one either. Its closest rival, the Toyota RAV4 Soft-Top two-door, bases at over $17,000 without options-equip The RAV comparably, and it'll easily cost $20,000.-Chris Walton

{{{Mitsubishi Eclipse}}} SpyderCompared to the previous version, Mitsubishi's new, geomechanically styled Eclipse is built on a slightly larger and structurally stiffer platform. And that's a godsend. A Spyder version was an integral part of the planning process from the outset, and the chassis receives further stiffening to the tune of a 10-percent increase in torsional stiffness, and huge 60 percent more bending resistance. Though the fully lined, handsomely finished top is constructed by ASC, the Spyder is a factory convertible in every sense of the term.

The previous Eclipse's rear seats were little more than package shelves. There's now room for most kids or smallish adults-plenty adequate for the Spyder's sporty life mission. Like the coupe, the ragtop will come in four-cylinder GS and 3.0-liter, V-6-powered GT forms. Either offers a choice of a standard five-speed stick or a new four-speed automatic with Sportronic, driver-adaptable sequential shift management.

We couldn't get enough of our V-6 five-speed GT. This powerplant should be a model for other V-6s to follow. It excels in terms of smoothness, a broad torque band, and an intoxicating sound. It fooled more than one car-smart passenger into thinking it was actually an inline six-all the more reason to drive it with the top down whenever possible. Though our initial perception was that the new-for-2000 Eclipse had morphed into a more liveable but somehow less performance-oriented machine than the model it replaced, the numbers say "no way": The V-6 GT outaccelerated, outbraked, and outcornered the last turbocharged GS-T Spyder we tested. So, you get more polish and more punch.

Getting topless is easy: Release two catch levers, hit the button, and away it goes. Top up, there's quite a blindspot, but the one-piece tonneau cover is simple to install, and the top's ovalish rear window is almost charming.

While its newfound chassis stiffness isn't quite up to, say, Boxster level, it's clearly the best in the moderately priced 2+2 class. Hard bumps would send one quick wiggle through the structure, but that was about it, and the balance of the package is tight and rattle free. The 210-watt Infinity sound system is more than up to the job; important, since convertibles are just noisier-top up or down-than their coupe equivalents.

Pricing is aggressive, with even a loaded-to-the-gills GT V-6 Sportronic topping out at less than $29K. Our well-outfitted tester was under $26,500.-Matt Stone