New Car Review: 2013 Volkswagen Beetle Convertible 70s Edition

I have one question regarding the 2013 Volkswagen Beetle Convertible 70s Edition:

Did they actually ever make them in this color, or anything close to it in the 70s?  I was around for the last decade of the Beetle soft-top, and I remember orange, and yellow and by the final two or three years, very nearly every one was triple-white.  But Toffee Brown Metallic with beige top and beige interior?  Not ringing any bells. Maybe it's an earth tones reference. We were big into those back in the day.

Anyway, despite having no idea what makes this a 70s Edition (where are the Coco Mats?), I have to say the Beetle Convertible is a very nice ride.

New Car Review: 2013 Nissan Z Roadster

The 2013 Nissan Z Roadster.

As a journalist (automotive and otherwise), I work hard to bury my biases, to keep my personal tastes from getting in the way of or into the story. By and large, I think I succeed.

But I have one bias that's best just confessed. I'm a pushover for convertibles.

I think it goes back to my Uncle Ron, who had a succession of them ('55, '59 and '63 Thunderbirds...the '63 was a Sports Roadster...and a '69 Cougar XR-7). From as young as I can remember until age 13 (when he passed away), one of the biggest treats on earth was a ride in one of Uncle Ron's convertibles. The wind in the hair, the warmth of the sun (through SPF 50 sunscreen these days) and all the other sensory delights make open-air motoring a special thing.

That's not to say every car that has a top that goes down wins me over. There have been some wretched convertibles. And even otherwise good ones battle the structural rigidity loss that comes from cutting off the roof. But the good ones are very good. And the Nissan Z Roadster is definitely one of those.

It needs to be, because it was intended to be driven in a spirited way. Small, light, 332 horsepower...this isn't for slow cruises down Main Street on Saturday night. Nissan's engineers have done a great job making sure the structure is solid and confidence-inspiring.

New Car Review: 2012 BMW Z4 2.8i




The 2012 BMW Z4 2.8i.

Pundits have been predicting the end of our second golden age of performance for quite a while now...and reason tells you they're probably right...that a combination of increasing mandated Corporate Average Fuel Economy (CAFE) standards and just plain old pain at the pump will someday result in liters and horsepower taking a back seat to efficiency and economy.

That being the case, the news that BMW, maker of the sweetest six-cylinders on this or any other planet, was shifting to four-cylinders in some variants of some of its models, was especially worrying.

Well, stop it. Now. The BMW Z4 2.8i, the four-cylinder that this year replaces the 3.0-liter 6, is soooo good.

Remember how much we loved the Z4 3.5i last year?  We love the 2.8i more.

New Car Review: 2012 Fiat 500C




The 2012 Fiat 500C.

Regular TireKicker readers know I am hype-averse. The more something gets promoted, plugged, built-up, the more skeptical I am about it.

So, a dumb commercial featuring J. Lo and the Fiat 500C is a great way to turn me all the way off:

New Car Review: 2011 Mazda MX-5 Miata



The 2011 Mazda MX-5 Miata Grand Touring PRHT.

A sure-fire smile inducer at TireKicker is to toss us the keys to a Mazda MX-5 Miata. Tight, quick, fun...everything the MGs, Triumphs and Healys of the 60s were aiming for, but could never quite get that quality thing down.

It's been about a year and a half since Mazda put one in the press fleet, and it's a scientific fact that your body never outgrows its need for a week in a primal roots sporting machine, so we borrowed one from Chapman Mazda in Phoenix. And the one we got was the least primal of the bunch...the Grand Touring PRHT.

2011 Chevrolet Camaro SS Convertible Review

The 2011 Chevrolet Camaro SS Convertible. Side effects may include elevated heart rate.

Go ahead, stare. I'll wait.

That, frankly, was the only thing that kept me from jumping in and twisting the key when they dropped off the 2011 Chevrolet Camaro SS Convertible. I had to look. For a long time. The thing was just incredibly gorgeous. A perfect blend of sensuality and menace.

Regular TireKicker readers know we haven't given a bad review to the re-born Camaro. We liked the SS coupe, and found that the 6-cylinder RS coupe was a big-time winner, as well. The only complaint we've ever had about the new Camaro was how dark the interior was...a combination of high doorsills, a low roof, minimal glass area and a sea of black plastic.

The 2011 Chevrolet Camaro SS Convertible from the rear. No, there is no bad angle.

Problem solved. Not only does the convertible allow light and visibility, with the top down, the Camaro looks slimmer, sleeker...and even more desirable.

My only complaint now? That Chevy remembered to come get it at the end of the week.

The tester was the Camaro 2SS Convertible. That takes the 426-horsepower 6.2 liter V8, 20-inch bright painted aluminum wheels, four-piston Brembo vented front disc brakes, SS front and rear styling treatment, seat embroidery and limited-slip differential and adds leather-appointed seats, a heads-up display, the four-gauge cluster on the console (just like the '67-'69), a Boston Acoustics 8-speaker premium audio system, Bluetooth and a USB port. Starting price: $39,650. Ours had just one option, the RS Package, which swapped out the wheels for 20X8s in the front and 20X9s in the rear, with a midnight silver finish, HID headlamps with a halo ring and RS taillamps. That's $1,200. Fold in $850 for destination charge, and the bottom line is $41.700.

The 2011 Chevrolet Camaro SS Convertible interior. Ahhh, much better.

So what's it like from behind the wheel? Fast. Like 4.8 to 60 and 13-second quarter miles. Furious...as in the engine note when you leave it in second and tromp on it (it makes great sounds in third and fourth, too). And then there's the other "F" word. Fun. Like little kids waving from inside the minivan in the next lane...teenagers doing 180s on their skateboards to look as you go by...pretty girls giving you looks (yes, it's the car...but you're IN it) you haven't seen in years.

And let's face it. There aren't many cars available today that can make all those things happen. There are some that can't make any of those things happen. And apart from a Mustang GT Convertible, there aren't any others who can make it happen for $41,700 as tested...and get an EPA estimated 16 city/24 highway in the process (the Mustang has 24 horsepower less, but is smaller, lighter and gets 17 city/26 highway).

When the ponycar and muscle car era of the late 60s came to a screeching halt in the early 70s, a lot of people thought the party was over for good. Well, it took a while, but not only are they back...they're better performers than they were 40-plus years ago.

Happy days are here again.

2011 Corvette GS Convertible Review

The 2011 Corvette GS Convertible.

Gotta hand it to Chevrolet. They know how to keep things interesting. Even as the current generation Corvette ages and the buff books begin trotting out artists' renderings of what the next one is likely to look like, the bowtie boys find ways to keep you from sitting it out until then.

Case in point: The Corvette GS Convertible.

We'll get right to the stuff that matters. It's the LS3 V8...6.2 liters and 430 horsepower with a six-speed manual transmission. Same basic setup as the standard Corvette Convertible. But instead of 4.2 seconds to 60, the GS gets it done in 3.95 and will pull 1 g on the skidpad. The price? Five grand more than the standard model.

The 2011 Corvette GS Convertible looks good even with the top up.

That, by the way, works out to a base price of $59,045. So what's the difference? Bigger brakes, a dry-sump oiling system, differential cooler and a rear-mounted battery. All of which works together for that fractional improvement in the standing-start run to 60 and the improved handling.

Not a bad package for a shade under $60K. But the option list beckons...and it can bite you big-time. Chevy's press-fleet folks loaded our tester up by clicking just seven little boxes on the order form...and added $16,255 to the bottom line...which wound up reading $76,245.

The (improved through options) 2011 Corvette GS Convertible interior.

What'd they do? Well, there was the 4LT Premium Equipment Group: Custom leather-wrapped interior (which was nice, given that the inside is still the 'Vette's Achilles Heel), a Bose Premium 7-speaker audio system (helpful with the top down), an extra 9 months on the SiriusXM satellite subscription, heads-up display (hmmm...), power telescoping steering wheel, heated seats, a memory package, universal home remote, adjustable sport bucket seats with perforated leather inserts, power passenger seat, a cargo net, Bluetooth and a power convertible top.

That package alone was $9,700 of the damage. If you could do it a la carte, I'd say yes to the interior upgrade (maybe...depending on the price), the audio upgrade, the telescoping wheel, the adjustable seats and Bluetooth.

We could save $1,250 right away because GM made this one a six-speed automatic. I'll shift it myself, thanks. That also eliminates $270 for "automatic transmission pedal covers".

$1,195 for "dual-mode performance exhaust"? What part of the 0.25 second improvement in the 0-60 runs is that responsbile for? Not enough for five bucks shy of 12-hundred. Pass.

That pretty blue is called "Jetstream Blue Metallic Tintcoat". It's $850. I'm sure I can find a no-extra-cost color I like just as much.

$1,795 for a nav system. Regular TireKicker readers know what comes next. Guys: It's 2011. My GPS system is in my pocket (no, I'm not talking dirty)...there's an app (or 20) for that.

And finally, $1,195 for the Grand Sport Heritage Package. Two-tone leather seats, GS logos embroidered into the headrests and the fender stripe hash mark design (applied by the dealer). That one I'd actually go for. This is a special edition...the first GS since the C4 Corvette. That means some level of collectibility is at least possible, and any feature that is exclusive and relevant to the GS is worthwhile.

Unfortunately, true a la carte isn't possible. There's 1LT, 2LT, 3LT and 4LT. And what I would want is scattered throughout. Not selecting 4LT loses you the interior upgrade. The better audio system and the telescoping steering wheel are a part of 3LT.

The sport buckets (which I'd like) and Bluetooth (which I think is mandatory) are a part of 2LT...but you have to swallow the power passenger seat (which adds weight), power top (ditto) and cargo net (which I'm okay with).  But it adds $3,190 to the price tag. Cave in and get 3LT for the audio system and scoping steering wheel and it's $6,200 more than the base GS Convertible.

Still, either of those would get the 'Vette in under $70K...and that's a bargain for this level of performance.

EPA estimate: 15 city/25 highway.

2011 Mercedes-Benz E350 Cabriolet Review

Exclusivity. It's a fabulous thing, really. A certain something, often built of superior craftsmanship, sometimes of smoke and mirrors, that makes your product special, enables you to sell it for a premium and ensures that your customers won't feel like one of the herd.

For a long, long time, Mercedes-Benz had that in spades. And it was built of superior craftsmanship. Those of us of a certain age can remember when Mercedes-Benzes weren't especially pretty (the stunning 300SL Gullwing a notable exception), and weren't especially fast (again excepting the 300SL), but sold to discriminating buyers for about two and a half times the sticker price of a domestic sedan or convertible in its size class because they weren't simply engineered, they were over-engineered. This was a thing of value, likely to last far more than two and a half times longer than the domestic.

And as they became prettier and faster, and more expensive, a generation of car buyers became like little kids with their noses pressed against the showroom window pane...."someday...someday..."

And that's when the MBA's (or Germany's equivalent) spoke up. "Imagine if we could sell all those people the car of their dreams. We'd have to move into size and price classes we don't currently compete in, but we could do that by cutting out some of the unnecessary engineering. The materials don't have to be that good...they just have to be good enough. The price tags will be lower for some cars, but think of what we'll make in volume."

And thus began, in the mid to late 90s, Mercedes-Benz's pursuit of market share. They went from building the best car possible to building as many cars as possible. Loyal buyers noticed and began shopping elsewhere. New buyers, confronted with lesser and cheaper while looking down the hood at the three-pointed star began to wonder what all the shouting was about.

Well, lately, Mercedes has begun to show signs of finding the way back...building cars that look and feel like something special...and the E350 Cabriolet is one of those. Larger and more useful than the SLK roadster and significantly less expensive than the two-seat SL, the E350 is user-friendly and imparts a sense of premium goods from the moment you slide behind the wheel.

Pictures don't do the interior justice. And the no-cost option of burl walnut wood trim goes a long way to adding warmth. But every surface, every control, has a premium feel.

Starting at $56,850, the E350 Cabriolet commes with a 3.5 liter, 24-valve aluminum V8 that makes 268 horsepower. Not a shocking amount, but it's good enough for 0-60 in 6.4 seconds and an electronically limited top speed of 130. The power is routed through a 7-speed driver-adaptive automatic transmission with sport and economy shift modes. As with most new cars, the extra gears pay off in fuel economy, with the EPA estimating 17 city and 25 highway miles per gallon.

The list of standard equipment is so long, we're simply going to link to Mercedes' website to fill in the details. Suffice it to say that the MBUSA press fleet folks believed only two options were needed on the test car...Diamond White paint for $1,515 (it is gorgeous) and a Premium Package (40GB hard drive GPS navigation, real-time traffic data, voice control, a 6GB Music Register, the Harmon/Kardon LOGIC7 Surround Sound System with Dolby Digital 5.1, HD Radio and SiriusXM satellite radio, iPod/mp3 interfaces and cables, heated front seats, AIRSCARF...a heater built into the headrest for your neck...and a rear-view camera) for $4,000.

All this for $63,240 with destination and delivery charges. Having driven a lot of 30 and 40-something thousand dollar cars, I have to say the E350 Cabriolet is worth its price sticker if those others are worth theirs. It's a special car. And it's nice to know Mercedes-Benz is back in the business of building those.

2011 BMW Z4 Review

Welcome to the gotta-have-it car of 2011. Men, women, kids....doesn't matter. Pull up in this and get ready for the questions:

Is it as wonderful to drive as it is to look at?

How fast is it?

Can you toss me the keys for an afternoon?

Here are the answers:

Yes.

Plenty.

I promised the folks at Chapman BMW in Chandler, Arizona that I wouldn't do that. 

Longtime TireKicker followers know that I believe in BMW magic. TireKicker's first review (complete with the story of my first teenage encounter with a 2002tii) was of a BMW convertible (the 128i).

Well, the BMW magic has never been stronger than it is in the Z4. The styling re-defines the concept of animal magnetism (something like this can't possibly be just metal). The retractable hardtop gives you the best of both worlds...the practicality and security of a fixed-roof coupe and the wind in your hair and sun on your skin of a convertible.

And it's a magnificent melding of the contemporary and the relatively recent past, grabbing styling cues from the limited-production 2000-2003 Z8.

The Z4 comes in three levels, the sDrive30i, with 255 horsepower and a base price of $47,450; the sDrive35i at 300 horsepower and a base price of $51,900 and the sDrive35is...335 horsepower and a starting price of $62,500.  Our week was in the middle of the line sDrive35i.

If there is a more balanced driving machine, I can't remember driving it. The car is light and nimble, steering responses are rightnowquick and, despite a short wheelbase and overall length, the ride is smooth while still giving great feedback from the road.

And inside, where the driving gets done? Well, the Z4 is every good thing about BMW. Phenomenal ergonomics, top-quality materials, an unflinching devotion to quality workmanship. And an integrated group of electronics that actually help get distractions out of the driver's way rather than adding to them. It's all (even the more complex functions) simple, direct and intuitive.

Even optionless, the Z4 sDrive35i would be a fantastic car, but our tester had several key option boxes checked: Titanium Silver Metallic paint (which everyone we encountered remarked on as the most beautiful shade of silver they'd seen), $550; the Premium Package (universal garage door opener, power front seats, lumbar support and BMW Assist with Bluetooth), $2,500; the Premium Sound Package, which upgrades the audio system while adding an iPod and USB adapter and a 1-year satellite radio subscription; the Sport Package (an increased top-speed limiter, sport seats and adaptive M suspension) for $2,300 and a further bump-up to 19-inch alloy V-spoke wheels for $1,200.

But that's not all. The 7-speed double clutch transmission (which includes a sport steering wheel with paddles, Servotronic and a multi-function steering wheel) was also on the list for $1,575. Those extra gears pay off in improved fuel economy...EPA estimates 17 city/ 24 highway.

$400 for the anti-theft alarm system, $500 for Comfort Access keyless entry, $500 for heated front seats, $2,100 for an excellent navigation system and an $875 destination charge brought ours to a bottom line of $66,200.

And you know what? It's worth it. It's three things: A brilliant car for driving, a work of art to look at, and over the long haul, an investment. Mark my words...this is a classic in our time. A car that 30 years from now and beyond you'll look at and say "I wish I'd bought one".  Any one of those things would be enough to secure the Z4 a slot on TireKicker's Top 10 Cars (So Far). All three? It's a lock.

2011 Ford Mustang V6 Convertible Review

Blue was, for most of my life, my favorite color. Three of my cars were blue. But there is something about Ford's Grabber Blue that really doesn't work for me. It's hard to explain...it photographs better (see above) than it looks in person. At least to me. And, apparently, to several other people who've mentioned "that hideous, cheap shade of blue they're painting Mustangs in now" to me.

That's probably sacrilege in Dearborn, where Ford is headquartered. In fact, I understand what it is they like about Grabber Blue. They identify it with this:

                        

That is the 1970 Ford Mustang Boss 429. Built solely for the purpose of making its monster 429 cubic inch, 375 horsepower (a deceptively low number quoted by Ford...reality was more like 500hp) engine eligible for NASCAR racing in the midsize Torino, it was very likely the hairiest, most brutal muscle car of its time...and given that the era was ending...it would stand as the ultimate example of brute power until the arrival of the Dodge Viper more than 20 years later.

They built them in 1969 and 1970....but in 1970, one of the new colors available was Grabber Blue. And it seemed like any Boss 429 in the buff books of the day was a Grabber Blue model. At age 14, that seemed like a lot of cars. Now I know it was probably one or two getting shipped around to the fortunate few journalists allowed to test it.

In 1970, only 500 Boss 429s were built and only some of those were Grabber Blue. I never saw one in person until decades later at Barrett-Jackson.  But I saw plenty of these:

                        

And these:

                      

So many, in fact, that when I see Grabber Blue, I think of Mavericks and Pintos, not Boss 429s. And that's probably true of most of us old enough to remember the 70s.

So do this: Get your new 2011 Mustang V6 convertible in a color other than Grabber Blue.

My God, these guys at Ford have found the afterburners. They've updated and refined the existing Mustang, and fixed the biggest problem with the six...power...while delivering epic gas mileage.

The 2011 V6 has 305 horsepower....one more than the '10 Chevy Camaro V6.  And they've won the mileage wars, too...EPA estimates 19 city/31 highway to the Camaro's 17/29.

                     

And the best part comes when you get behind the wheel.  The tweaked interior is better put together and made of better materials than last year's. It's smoother and more contemporary, while still giving you that little flash of '60s era Mustang.

Driving? Well, 305 horsepower was Mustang GT territory before....so this gets up and runs...and Mustang has a major edge on the Camaro and Dodge Challenger because it's smaller and lighter...it simply handles better.

The convertible? You can intellectualize all day long about how the fixed-roof Mustang is the way to go in terms of structural rigidity and blah, blah, blah....

It's gorgeous. Pretty women turn and smile. Drive it two blocks on a sunny day and you'll want one. And now, no one will bust you for cheaping or wimping out and going with the V6.

Base price for the V6 convertible: $30,845. As tested (Mustang Club of America Package, 6-speed automatic transmission, 3:31 ratio axle, security package and HID headlamps), $35,000 including delivery.

Chevy intends to fix the power deficit in its 2011 Camaro, but they're stuck with the excess weight. Hands down, the Mustang is the better drive among the new-gen six-cylinder pony cars.

Can't wait to drive the 2011 Mustang GT 5.0 (hint to Ford PR).

2011 Bentley Continental Supersports Convertible Unveiled At NY Auto Show

More pulse-quickening stuff from the New York International Auto Show as Bentley showcases the 2011 Continental Supersports Convertible.

The juicy details: Twin-turbo W12 with 621 horsepower that can run on both gasoline and E85 bioethanol.

0-60: 3.9 seconds.

0-100: 9.6 seconds.

Top speed: 202 mph.  It's 198 pounds lighter than the Continental GTC Speed model.

                         

And the Supersports Convertible features a "unique, driver-focused cabin".

For you? $280,400.

Full press release from Bentley here.

8 Vehicles You Probably Didn't Know You Could Still Buy New

 

Looking for a real bargain? Here are 8 cars dealers can't wait to get off their lots...because they aren't even being made anymore. One of them hasn't been in production since Fall 2007, but you can still find it, likely at a big discount.

From Automobile.

Jaguar XK Convertible Review

And so it goes. Jaguar changes ownership again...this time moving to Tata of India.

So, can they build a proper Jag?

That's a question best answered over years of ownership, but my week in the 2010 XK Convertible suggests they won't miss a beat.

What's new? Well, power is up...now at a standard 385 horsepower as the XKR reaches 510.

And the rotary dial gear selector from the XF sedan has made its way into the XK. Does anyone really like this? A knob larger than BMW's iDrive that controls only one thing...the gear? And I'm on the record as not liking iDrive...or any intrusion of a "mouse" into the console. A lever would do just as well...in fact, better. As bad as Jag's old automatic J-gate shifter was, there was some sense of having locked in a gear. And that's not there with the rotary.

And then there's price. Base for the XK Convertible is now $88,150. Ours had only one option...HD Radio (digital broadcasting technology that makes AM sound as good as FM and FM as good as CD, while allowing up to 3 additional channels to each FM signal). It costs $300, and there are several issues. Perhaps the biggest: There are so few cars with HD available, and even home units cost $300, that there's nearly no one listening...and that means broadcasters are getting edgy. There's a real chance, unless manufacturers start making HD Radio standard equipment(and cutting themselves out of $300 per car) that broadcasters will abandon HD Radio as a failed experiment sooner or later. And you'll be $300 lighter with a radio that gets nothing but plain old analog AM and FM.

The other problem is one that I ran across in the last Jag convertible I tested. And that is that the standard 525 watt Bowers & Wilkins audio system just doesn't sound very good. Run it loud enough to compensate for the usual convertible noises and it can't get there. The whole thing sounds thin and bordering on distortion. Admittedly, the acoustics of convertibles, both in terms of extra noise and limited places to put speakers, are a challenge. But other manufacturers found their solutions long ago.

Anyway, with HD Radio and transportation charges, the bottom line was $89,300. EPA estimates, if anyone is counting, are 16 city/22 highway.

The XK is what it is and you're either a likely buyer or not. The good news is that a change in ownership so far appears to not be a factor in your decision.

Jeremy Clarkson at Top Gear pretty well nails how gorgeous and how much fun it is to drive in this piece, done before the power bump, the rotary shifter and the sale to Tata:

Lexus IS 350 Convertible Review

Despite some drawbacks (air and water leaks, an easy target for knife-wielding thieves, noise that drowns out the stereo, the need to preserve TV-ready hair, sunstroke in five minutes or less....okay, those last two are strictly my problems), I'm a sucker for convertibles. Always have been. My Uncle Ron drove nothing else...a '55, '60 and '63 T-Bird (the '63 was a Sports Roadster) and a '69 Mercury Cougar XR-7. Riding in Uncle Ron's cars was always a big treat...and that's probably where I got it.

One of the best ways to address most of the above problems is a retractable hardtop. Top up, it's just like driving a fixed-roof coupe...top down, you've got a convertible.

Until now, you could get one from Lexus, but only one...the SC 430. Styling? A matter of taste. Price? 66 grand and change, base.

But this year, Lexus brings a new prize to the party...the IS 350 Convertible. As you can see in the photo above, it's a retractable. It's also, at least in my opinion, a bunch better looking than the SC 430 (also a retractable hardtop), a bunch more contemporary (the SC's been in production 11 years now, with no substantive changes) and a bunch more affordable....with a base price of $43,940. A bit of a bargain can be had by opting for the IS 250 Convertible...you give up about 100 horsepower (getting 204 instead of 306), but the base price falls to $38,940. Whether there's 5 grand worth of enjoyment in the bigger engine is your call.

All we've been exposed to is the 350...and it was a very nice ride. Since it carries the IS badge, there's more of a sporting feel (at least by Lexus standards)...and it's got more usable room (though not tons of it) than the SC430 for the driver and passengers (just don't take that back seat seriously).

EPA estimate: 18 city/25 highway.

With headlamp washers, the Luxury Package (Bi-Xenon high-intensity headlamps, adaptive front lighting, heated and ventilated front seats, leather, wood, memory seats, illuminated scuff plates, and rain-sensing wipers), and a nav system that also upgrades the audio system to a 275-watt Mark Levinson AM/FM/5.1 Surround DVD system, the bottom line wound up at $51,860.

That's up there for the size of the car (apart from the new HS hybrid, the IS is the smallest Lexus) and the level of the luxury, but more than 20grand cheaper than a similarly-outfitted SC 430. Your call.

Here's a cool CGI video created for the Lexus website that shows off the retractable hardtop's operation and other features:

Pontiac Solstice GXP Review

GM built a reputation over the years (especially the bad years) of introducing cars that weren't quite ready and then refining them during the production run so that the final few years of a model were pretty close to perfect.

Well, this wasn't supposed to be the end of the Solstice (or Pontiac, for that matter), but events have overtaken the once-mighty GM and this is in fact the end of the line for Pontiac.

And, wouldn't you know it...the last Solstice is way better than the first. Part of it certainly has to do with the fact that the Solstice I just drove for a week was the GXP...the one with the 260 horsepower turbocharged engine. Yep, it's quick.

Plus, there's been some attention to niggling little details...the reverse-hinged trunk actually shuts on the first try now...ending the frustration of jumping out of the car, closing it again, getting back in and finding the "trunk ajar" light still illuminating on start-up.

Base price is $28,460...quite a bit more than a Miata, but again, more powerful, too. The tester was loaded up with a Premium Package (leather, steering wheel audio cotrols and Bluetooth), air conditioning (yep, it's an option), 18-inch chrome wheels, the Monsoon audio system and a rear spoiler.

Bottom line: $32,125. Not a bargain, but not bad.

And...this is a huge surprise...I beat the EPA mileage estimates by a large margin. They say 19 city/28 highway and in my mix of city street and freeway driving I saw 32.5 for the week. I've beaten the government numbers before, but not by so much. I wonder what it would've done if a six-speed manual were available instead of the five-speed.

It's not my first choice for a 2-seat roadster (the Miata wins that one based on handling, build quality and sheer fun), but if you've never driven the Mazda and love the look of the Solstice (and a lot of people do), now's the time.

I Feel So Much Better Now...

After three weeks of agonizing over whether I was too tough in my review of the Chrysler Sebring Convertible, Jon Stewart tops me. Thanks, Jon.

Wait for it...it's about 1:40 in.

The Daily Show With Jon Stewart	M - Th 11p / 10c
Carmageddon '09 - Lemon Aid
comedycentral.com
Daily Show Full Episodes Economic Crisis Political Humor

Mazda MX-5 Miata Review

After 20 years, we should all be so over the Mazda MX-5 (Miata).

But we're not. At least, I'm not.

Equipped with a new, larger, smiling grille, the slick little two-seater hugs you until you love it. It's quick, handles better than most any other car you could name, and makes a strong value argument. Base price for the top of the line Grand Touring model is $26,350. The base model? $21,305.

Even optioned to the max, the Grand Touring I drove managed to slide in under $30,000(at $29,170).

It's the modern-day equivalent of the Austin-Healy I wanted as a kid. Only better. Way better.

EPA says 21 city/28 highway. I say go drive one.

Chrysler Sebring Convertible Review

For 11 and a half years, I've told people that the great thing about being an automotive journalist is that no one makes a truly bad car anymore.

Hmm.

Yes, the Yugo is dead and gone...but words cannot express the huge wave of depression that came over me every time I got behind the wheel of the Chrysler Sebring convertible.

Regular TireKicker readers know I have no problem with American cars in general or Chrysler products in particular. I have, prior to TireKicker, enjoyed and given favorable reviews to previous-generation Sebrings and their forerunner LeBarons.

The 1999 Chrysler Sebring convertible was actually attractive and appealing. I mulled over what it might be like to own one.

The regression over a decade here is staggering.

The 2009 model makes a bad impression with flat-out ugly styling, compounds it with a cheap interior, multiplies that with an unrefined powertrain and tops it off with numb handling that still manages to telegraph the feeling that something could happen at any time and it's likely to be bad.

I haven't driven a car that felt so out of touch with what could be built since....I don't know....maybe 1982?

EPA says 18 city/26 highway. Base price $29,370. As tested (with electronics convenience group, electronic stability program, uconnect phone and destination charges) $31,620.

Not that it matters. I wouldn't take one as a rental.

Chrysler makes several fine vehicles. This one they need to get off the lots and off the streets before someone on President Obama's automotive team drives one and thinks that this is where the loans will go.

Nissan 350Z Roadster GT Review

There's a lot to be said for buying the final year of any design. The main point is that the bugs have all been ironed out. So, as much as I'm waiting with great anticipation for the new Nissan 370Z, the final-year 350Z Roadster is looking mighty good.

I was among those disappointed with Nissan's execution of the new Z when it first landed. Way-too-cheap materials (especially in the interior) marred what could have been an incredible bargain. To Nissan's credit, they've worked on the Z continuously over the past five or so years, to the point where it's hard to find fault with the outgoing Z.

I recently spent a week in the Roadster GT, and thoroughly enjoyed it. The base price of $41.570 takes care of a 306 horsepower, 3.5 liter V6, a six-speed manual transmission, electric soft top, 18 inch wheels, 8-way power driver's seat (4-way for the passenger), keyless enry, power everything, a 7-speaker Bose audio system that can actually be impressive with the top down at speed (a neat trick) and a bunch more. The only options were floor mats for $95.00 and an $1800 nav system that I'd skip in a heartbeat.

Still, the fun-per-dollar factor, even with the nav driving the bottom line to $44,160, is awfully high...and with strong crash test ratings and an EPA estimated 17 city/24 highway miles per gallon, the Z Roadster GT is a fairly responsible choice (at least in the realm of two-seat sports roadsters).

A strong finish for what's become a very good car. May the next generation do so well.

Jaguar XKR Convertible Review

I remember the thrill I felt as a tiny TireKicker when I saw the Jaguar XKE Convertible back in 1961. There was no question: I was in the presence of something special.

Even with the passage of 48 years (!), it's tough to top that design. The requirements of modern motoring make it virtually impossible to build anything that sleek and lithe (where would the computers fit?). Jaguar's attempts to evoke the old E-Type have largely fallen far short of the mark...until the current XK and XKR.

Again, practicalities keep the new car bigger in every dimension than the original E-Type, but there is a sense of something special...and a close-cousin resemblance to the current Aston Martins that's not a bad thing, either.

No question, it's a dream to drive...the XKR packing 420 horsepower mated to a six-speed automatic transmission and a computer active tech suspension with speed sensitive steering.

Downers? The Bowers & Wilkins premium audio system was just barely adequate for top-down listening at speed, and the control screen housing the audio, navigation, Bluetooth and climate settings was prone to freeze up. The only way out was to turn off the engine and re-start the car...sometimes more than once. By the end of the test, I was simply calling it "re-booting".

So, it's a mixed bag. High marks for looks and performance (with decent mileage...EPA estimates are 15 city/23 highway)...but a big question mark (as in "is it just the one I drove or is this a bigger problem?")over the reliability of the control screen. $93,400 (base price...$104,425 as tested) should buy you perfection...or at least peace of mind.