Six
ways to enjoy the delights of fresh air motoring
are assessed in Stuart Bladon's mixed package
of sports cars and convertibles.
When the
sun shines, out they come in their hundreds: all kinds
of cars with the top folded back and people enjoying
the lovely weather. You might be wonder where they have
been through the dreary months of the winter and the
answer is that they've been around but are less noticeable
when the hood is in place.
My first car was a convertible: a 1934
Hillman 10, and since then I have always been delighted
by open top motoring. It's not just the wind in the
hair and release from the confines of a saloon; you
get a completely new concept of motoring. At low speeds,
wafting through the lanes, a convertible or sports two-seater
is amazingly quiet, as there is no sound box to amplify
the sound of the wheels and engine.
You hear instead all sorts of sounds that
would otherwise be missed, such as the tweeting of birds
in the trees, a dog barking in the distance, and the
murmur of the tyres on the tarmac.
Of course, there's more to it than that,
and another important asset of the kind of cars under
review is their sporty road behaviour, with impeccable
steering, handling and brakes.
While few doubt the pleasures of driving
an open car on a fine day, it doesn't follow that the
convertible is such a joy in rotten weather. Aspects
to be considered are how easily the top goes back up,
how effective the heating and ventilation are, and what
the visibility is like when all is closed.
There's no pretence, of course, that this
is a competitive group. No one would think of the Fiat
Punto convertible in the same class as the BMW Z3, with
their prices thousands of pounds apart. Instead, we
present a varied batch of six sporting open cars, which
all look terrific with the top down, and which all bring
that special indefinable appeal of fresh air motoring.
As usual in this series, the cars are covered
in ascending price order, and performance is indicated
by maximum speed and acceleration time to 80 mph, without
any suggestion that such speeds should be indulged in,
under present British speed limits; and the fuel consumption
is the actual mpg measured while testing the cars for
Wessex Wheels.
FIAT
PUNTO CABRIO 16V
It was originally the intention for this group to include
Fiat's charming little Barchetta two-seater sports car,
but this is available only in left-hand drive. This
limits its appeal, and possibly its resale value. As
an alternative, the Punto Cabrio is certainly an attractive
car to consider in the quest for enjoyable open-top
motoring.
A new 16-valve version of the FIRE engine
(Fully Integrated Robotised Engine - if you wonder what
the letters stand for) was introduced last year in a
surprising move by Fiat, since the new engine has capacity
of only 1,242 cc, and replaces the former 1.6-litre.
The more efficient engine, although a lot smaller, delivers
almost as much power (86 bhp).
In the test car, it was not very smooth
at low speeds, tending to snatch slightly almost as
if suffering a flat spot, but this happened only in
gentle acceleration. When driven hard, the engine is
crisp and eager, and the performance is much more lively
and responsive than one would expect for its size.
The gear change is a bit ësticky', and
one has to remember to press the lever down when selecting
reverse, opposite fifth gear. The brakes are effective
and can have anti-lock control as an option - it was
fitted to the test car. The pedal area is a little cramped
for large feet.
In other respects, the Punto is light and
easy to drive, with positive steering, power assisted
as standard, and a confident feel to the handling.
Making a convertible four- or five-seater
strong enough to take bumps without a lot of shake and
shudder is always a problem, and the Punto suffers some
of this. There is also visible tremor of the gear lever
on an uneven surface. The car becomes noticeably more
rigid when the top is in place.
One of the big attractions of the Punto
Cabrio is the electrically folding hood, which is a
standard feature. The handbrake must be applied, and
ignition on (with or without the engine running). Two
very easily released catches at the top of the windscreen
are released manually, and then it's just a matter of
holding the button down while the hood folds neatly
back into the rear well. Putting the top up again is
equally easy, the whole process taking less than half
a minute, and there's no fiddly tonneau cover to be
clipped on - though one is available as an option. The
rear window is of plastic, with no provision for demisting
or deicing.
Some luggage space is lost to the hood
well, but the self-locking boot can be undone with the
key, and pull-releases inside allow either part of the
centrally divided rear seat squab to fold down, after
first tipping forward the cushion component. This makes
quite a lot of extra space available, and it's good
that the folding seats do not give thieves access to
the boot. The doors have no intermediate checks, and
close with a rather tinny 'clang'.
A rather plain and very plastic looking
interior detracts from the appeal, otherwise the Cabrio
is a very attractive open car, offering space for four
and the convenience of the electric top.
Fiat Punto
Cabrio ELX - £15,509
Hood - electric folding
Warranty - 1 year unlimited mileage (extendable)
- 8 years anti-corrosion
Maximum speed - 106 mph
0-80 mph - 25.3 sec
Fuel consumption - 34.7 mpg
Insurance - Group 8
MAZDA MX-5
Of the two-seaters tested in this group, the Mazda MX-5
proved clearly the most practical and user-friendly',
even if lacking a little in terms of sportiness compared
with the MGF or the BMW Z3. It's certainly the one to
be chosen for a weekend away, since it has a more spacious
boot and a more useable interior.
For this review, the example tried was
the 1.6-litre, which has a remarkably smooth and free-revving
engine. Although it's rather low-geared, giving only
19.2 mph at 1,000 rpm engine speed in fifth, it cruises
quietly and without fuss and will even reach 80 mph
in third - but only if you are prepared to take it right
up to the start of the red zone on the rev counter which
is at a high 7,000 rpm!
Almost everything about the MX-5 pleases.
It steers and handles well, although not with the sort
of near-limitless adhesion that the MGF and Lotus Elise
can provide, and the ride is comfortable without any
of today's popular tendency to over-firmness. The brakes
respond well, although there is no anti-lock provision.
If you want that, you have to buy the 1.8iS version,
costing £3,250 more.
The seats are very comfortable, and although
there is no provision for adjusting the height of the
seat or the steering column, a driver of average stature
finds the seating position just right; and there is
a good range of to-and-fro adjustment.
A lever release allows the seat backrest
to tip forward so that you can put things behind the
seats, and there is a full width net for maps. In addition,
there's a usefully big lockable glove box in front of
the passenger, with air bag above, and a small locker
with side-hinged lid between the seats. There's room
for something like a mobile phone here, as well as a
cup recess, and release levers for the boot and fuel
filler flap are inside, so that they can be securely
locked when the car is left with the top down.
Turning the key in the driver's door also
controls the passenger door and the self-locking boot
can be opened by key as well as by the concealed release
lever. Inside, there's a sensible amount of space, with
emergency spare wheel in a well in the boot floor.
Clever release catches at the top of the
windscreen allow the hood to be freed very easily, and
it is then the work of a moment to push it back, and
it falls almost of its own accord into the hood well.
You can do this from the driving seat, and if there
are two in the car it can be pulled up equally easily
to refasten, without getting out.
Not quite so good is the tonneau cover,
which attaches to complete the neat appearance of the
MX-5 with the top down. As often the case, it's not
quite large enough, and I gave up the struggle to fasten
the last of its nine studs.
The radio cassette unit is fiddly to use,
with tiny buttons and minute labels, but works well
and has a removable front panel. It is well located,
high up on a well-planned console, with easily read
digital clock above. This is of liquid crystal type
- much better than LED displays which become invisible
in sunlight in an open car.
A final special point in favour of the
MX-5 is that it has a glass rear window with electric
heating element. It helped to make the MX-5 very easy
to drive, with good visibility, even on a day of heavy
rain. It is certainly a very satisfying, pleasing open
car.
Mazda MX-5
- £15,520
Hood - quick action folding
Warranty - 3 years, 60,000 miles
- 6 years anti-corrosion
Maximum speed - 119 mph
0-80 mph - 15.4 sec
Fuel consumption - 31.4 mpg
Insurance - Group 11
RENAULT MÉGANE SPORT ALIZÉ
CABRIOLET
In April there was a major realignment of the Renault
Megane range, and the cars were given more sporty, flowing
styling with an air intake grille either side of the
Renault badge on the bonnet. The most significant change
was the introduction of more equipment, while some models
became cheaper than they had been before. The test was
carried out on the launch, when accurate fuel consumption
measurement was not possible. So the mpg figure given
is an estimate.
Something of an innovation for Renault
was the elimination of most options, so that metallic
paint became about the only thing the buyer may specify.
Instead of drawing up a list of options, one chooses
from four available trim packs - Base, Sport, Sport
Alizé, and Monaco. Automatic transmission is available
on three of the models, adding £800 to the price and
is listed as a separate model rather than as an option.
For the Cabriolet there are just two engines
available, the 1.6-litre 16-valve developing 110 bhp,
and a new 2-litre 16-valve engine with direct fuel injection,
which Renault claims is the first European-designed
engine with petrol injection direct into the cylinders.
This gives more power (an impressive 140 bhp) and better
economy. But noting that the 2-litre engine - available
only with Sport Alizé or Monaco trim - adds a clean
£2,000 to the price, there can be little doubt that
the 1.6-litre is the better bargain. Sport
Alizé also seems the best trim package for value, which
is why this version was chosen. It's an attractively-styled,
generously equipped and pleasingly furnished car, bringing
all the pleasures of open top motoring while also offering
accommodation for four.
Mind you, the space in the back is a bit
marginal, and the front occupants need to move their
seats forward a little when there are rear seat passengers.
Space in the front is also rather cramped, and more
than once my knee knocked the switch for the hazard
flashers and turned them on when I was in the passenger
seat. The body of the Mégane Cabriolet
feels commendably taut and resistant to flexing over
bumps or when cornering hard on an uneven surface. Having
a lot of extra weight low down to provide the necessary
strength, the Cabriolet also handles well and sits down
very reassuringly on the road. It comes with anti-lock
brakes as standard, as does the whole Mégane range.
The big asset of the Mégane Cabriolet is
the electric hood operation which follows the format
pioneered by Mercedes-Benz: a rigid tonneau cover hinges
upward and back, allowing the hood to close down into
the well, and then the cover comes back down. The only
action needed by the driver, other than applying the
handbrake and holding the switch down, is to fasten
or release the hood from the top of the windscreen.
This is done just by turning a single handle. There
is also provision for lowering all windows at a touch,
while also putting the hood down. The rear window is
plastic, but has a fan demister.
Although called a cabriolet, the Mégane
is really a true convertible; and it is a delightful
car to drive with the top down, as well as being very
snug and totally free from draughts when the hood is
raised. One can also enjoy the special delight of having
the hood down and the air conditioning playing on a
hot day, since this is standard with the Sport Alizé
package. The new Mégane also has twin front air bags
as well as at the side - all as part of the very generous
equipment package.
Renault Mégane
Cabriolet Sport Alizé - £17,900
Hood - Fully electric including tonneau cover
Warranty - 1 year unlimited mileage
-
12 years anti-corrosion
Maximum speed - 124 mph
0-80 mph - 17.5 sec
Fuel consumption - 38.4 mpg
Insurance - Group 5
MGF
Two versions of the 1.8-litre K-Series engine are offered
for the MGF, one having a fairly conventional 16-valve
twin-overhead camshaft unit of 1,796 cc, and the other
is basically the same but has an extended rev range.
It has an ingenious device which automatically controls
valve opening times to give optimum efficiency, and
increases the power output from 120 bhp to 145. But
would the private owner wish to rev his engine to 7,000
rpm? I fancy most of them will be well pleased with
the vigorous performance and smooth-revving character
of the engine, without going to such limits. So our
test car was the standard MGF, with the incidental advantage
of costing £2,575 less. Yes, it's a big difference isn't
it? However, the dearer version does include anti-lock
brakes and electric power steering, both of which are
available separately as options and were fitted to the
test car.
It's no surprise that the MGF has proved
so popular, to the extent that you see them now all
over the place. With its very precise steering, taut
feel on the road and impeccable handling as a result
of having the engine in mid-position, behind the seats,
it is a delightful car to drive. It feels inherently
safe, manageable, and wonderfully nippy and responsive.
Having the engine to the rear of the occupants also
helps to make it an impressively quiet car.
The mid-engine design is not without its
drawbacks, though, worst of which is the limited accommodation.
The boot is very small, and it is important not to make
the mistake of opening it, then putting the key down
inside and closing the lid, because there is no other
access to the boot.
Another drawback which may have been due
to some fault on the test car was the ingress of engine
fumes when stationary. They are not evident while the
car is on the move, but when writing notes in the MGF
I had to open a window to get rid of them.
It's a pity that more was not done in the
design of the interior to provide stowage space, and
what could have been useful space behind the seats is
scarcely useable because the seat backs won't tip forward,
though they can be inclined forward tediously by turning
the handwheel adjusters. There is no seat height adjustment.
Otherwise the interior is pleasing, with the radio/cassette
unit mounted high up where it is easily seen and convenient
to use, neat and clearly legible instruments, and snug-fitting
seats. A small locker is fitted between the seats, but
it is too small to be of much use.
For security, the radio front panel is
removable and the car has remote locking for the doors.
Automatic isolation of the engine cuts in about half
a minute after switching off and one must then press
the remote unlocking button or use the special security
key.
Folding the hood is so easy that it can
be done single-handed from inside the car - just release
two simple catches at the top of the windscreen and
let it drop back into the well. Covering it with the
tonneau cover for neat appearance calls for getting
out and a little more exertion, but is again easy, and
the clever arrangement of trapping the front of the
cover under the closed boot lid reduces the risk of
having the tonneau cover stolen when the car is left
with it in position.
The side windows are electrically operated,
and the mirrors have manual adjusters inside. The heating
is very effective to keep occupants warm with the top
down on a cold day, but a bit uncontrollable and inclined
to make the interior too hot with the top in position.
All the traditional joy of a true sports
car comes with the MGF, enhanced by the comforts and
refinements of ingenious modern design.
MGF
- £17,995
Hood - quick action folding
Warranty - 1 year unlimited mileage (extendable)
- 6 years anti-corrosion
Maximum speed - 120 mph
0-80 mph - 15.0 sec
Fuel consumption - 39.1 mpg
Insurance - Group 12
BMW Z3
My first reaction on starting the engine of the Z3 was
that the wrong model had been sent for test: it was
so quiet and smooth that it seemed more like a six-cylinder,
and not the four-cylinder version which had been requested.
No need for concern - this was just confirmation of
the way in which BMW manage to build a very refined
power unit.
In February this year, the Z3 range was
realigned, and a new entry level model brought Z3 motoring
to a wider market with the 1.9-litre 8-valve engine.
Perhaps to avoid confusion, it's called the 1.8, although
the capacity of the engine is 1,895 cc, and the price
is £21,505.
The model tested, Z3 1.9, is now replaced
by a 2-litre six-cylinder model, but this four-cylinder
1.9 is the Z3 that is likely to be sought after on the
used car market. It gives formidable performance, effortless
cruising, and impressive fuel economy. There's
a pleasantly slick and easy gear change, though the
metal gear knob might be a bit uncomfortable on a cold
morning.
A disappointment was the slight imprecision
of the steering, allowing the car to wander a little
bit off course especially in cross winds; and there
is no adjustment for the steering column. However, the
handling is very reassuring and the Z3 gives a delightfully
positive and controllable feel through fast corners.
The brakes, too, are excellent, with immediate sharp
response and good progression.
BMW have given the Z3 very taut and sporty
suspension, which results in a rather choppy ride on
poor surfaces with reaction to all sorts of bumps. The
car is much more enjoyable on well-surfaced roads, when
the low levels of tyre roar and thump are appreciated.
Well-shaped seats have high backs and electric
adjustment, including a small amount of vertical travel
so that you can set a comfortable driving position.
The whole car feels very taut and strong, with no detectable
flexing on bumps or undulations.
It's very easy to put the hood up or down
- just undo two lever catches at the top of the windscreen
and fold it back in a moment without need to get out
of the car. But the tonneau cover is quite a fight to
put in place, and is made from very firm and unyielding
material so that it consumes a lot of space when the
hood is up.
It would be helpful if the seat backs could
be tipped forward to allow things to be placed behind
them - it's a bit tedious to motor them forward with
the electric switches. There are two small compartments
with a central lock behind the seats which can take
some small valuables, and the boot is reasonably spacious,
but there are no pockets on the doors and the facia
locker is too tiny to be of much use. A small net pocket
is provided to the left of the transmission tunnel.It's
very helpful that the Z3 has remote central locking
with a separate button to free the boot.
This is a very attractive two-seater, practical
for a weekend away, and very enjoyable to drive or travel
in, and it's a pity that the 140 bhp Z3 1.9 has ceased
production. One now has the choice of the much less
powerful eight-valve engine, or the considerably more
expensive six-cylinder models with 150, 193 or 321 bhp.
BMW Z3 1.9
- £21,510
Hood - quick action folding
Warranty - 3 years, 60,000 miles
- 6 years anti-corrosion
Maximum speed - 127 mph
0-80 mph - 16.7 sec
Fuel consumption - 33.8 mpg
Insurance - Group 14
LOTUS ELISE
A fair indication of what the Elise is like is to say
that you put it on rather than get into it, and that
once on the road it is like being propelled along on
a motor cycle. This isn't quite true, of course, because
you clamber over the high side sills and lower yourself
gently down into it much as you would getting into a
bath, and the controls are fairly conventional and car-like.
The experience of driving it, though, has
close affinity with motor cycling, including the shattering
acceleration which takes it to 80 mph from rest in 10.5
sec, and on to 100 mph only 7 sec later.
To show what it's like, take a typical
roundabout on a fast dual carriageway road. Ahead, the
brake lights of other cars come on; the Elise doesn't
need to start braking for a long time yet. As the roundabout
is approached, a firm tread on the pedal brings the
speed tumbling down, and the gear lever is knocked across
quickly into second.
On seeing that the way is clear, a couple
of quick movements of the steering guide the Elise through
the roundabout like negotiating a chicane, and then
away through the gears: Barrp-snatch-Barerrrp-snatch-Barrrerrrup
- and then it's up into fifth again with the gaggle
of cars that had previously been in front now diminishing
as specs in the mirror.
With the performance goes amazing handling
- such that you need a test track to discover its limitations
- and hairline steering. There's no power assistance
for the steering of course, nor for the brakes. Both
are heavy at low speeds, but lighten up with speed.
The fabulous road behaviour and the
purposeful appearance are the plus side of Elise; the
down side is that it's a car very much built for a purpose,
with nothing included that might be omitted to save
weight and cost. Thus you get no airbags, no electric
windows, no keeps to hold the doors open or central
locking, no glove box and not even a prop to hold the
inspection hatch open.
The hood fastens simply and fairly quickly,
using a provided Allen key to tension it. When removed,
the hood material and stays can be stowed behind the
seats. A formidable options list includes leather upholstery,
fitted on the test car at cost of £585 extra, and driving
lamps add £255. The rear window can readily be removed,
which reduces wind noise at speed.
As with the other two-seaters tested here,
it's annoying that the seat backrests won't tip forward
for access to the stowage net. The passenger seat is
fixed - it's not even adjustable for leg length. Lotus
evidently expect you to take the minimum with you, although
there is a small luggage space behind the engine, and
it is presumed that everything will be concentrated
on the pleasure of travelling, without any thought about
what happens when you arrive. Perhaps you'll then be
looking eagerly forward to the joy of driving back again!
Lotus Elise
- £22,450
Hood - Fully detachable
Warranty - 1 year unlimited mileage
- 8 years anti-corrosion
Maximum speed - 126 mph
0-80 mph - 10.5 sec
Fuel consumption - 40.8 mpg
Insurance - Group 20
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