Press Reviews

Dancing with a Spyder across high desert. Arizona Highway 260 wends its way through the Prescott Valley, roughly halfway between Flagstaff and Phoenix, rarely tightening up enough to put a decent set of tires near the limit of adhesion. In late January the air is almost cold--just about perfect for motoring top-down in a little roadster with the heater blowing full-bore.  Legs warm, face cold, high clouds muting the sun's intensity, it's easy to forget the wickedly searing heat of an Arizona summer. The 2000 Toyota MR2 Spyder is a little roadster--a couple of inches shorter than a Mazda Miata. Along the wide-open stretches of 260, where speeds quickly creep toward triple digits, the Spyder's front end lightens a hint, demanding tiny bits of steering adjustment as the car gobbles asphalt. Yet the MR2 Spyder's wheelbase is nearly seven inches longer than the Miata's, leaving a bit more room in the cockpit for human beings. Truly large people can drive this Spyder without feeling terribly constricted.

A lot of small roadsters have debuted in the last five years, but by specification and price, the Miata is the MR2 Spyder's only direct competitor in the U.S. market (Europeans might cite the MGF and Fiat Barchetta, too). On the road, the urge to compare the two comes instinctively. The Toyota's shifter snicks quickly and precisely between gears, as gratifying to operate as the Mazda's, even though it's mounted remotely from the transmission. The Miata seems more eager in the classic British roadster style--to slide, to drift, to forgive. Can we dance, fella? The MR2 Spyder grounds itself with a techno-solid feel, clearly mid-engine in character. The center mass of the car anchors it to the pavement, and its ends more or less rotate around the anchor.

As for styling, the Miata is, well--we'll call it more mature. The MR2 Spyder's mid-engine proportions resemble those of the Porsche Boxster. But the Spyder has its odd styling cues, like bulging, bug-eye headlights that create a Pokémon cartoon-character look, almost ugly in a cute way. It's likely to inspire love or hatred, with less latitude for indifference than the Miata. But with only 5000 MR2 Spyders to sell per year at a suggested retail price of $23,095, the biggest worry for Toyota Motor Sales USA may be dealers packing the sticker excessively.

Toyota may have come late to the current small sports-car craze, but it doesn't plan on screwing up this time.

Simple, Not simplistic. The 1985-89 MR2, sometimes called the MR2 Mk 1, was inexpensive, direct, basic without being cheap and a whole lot of fun. Today there are still some 40,000 MR2s on the road, and dozens of MR2-dedicated Internet sites created by and for loyalists. The first MR2 was as close as Toyota has come to a cult car.

Then the MR2 changed, and it wasn't only Toyota that was shifting. From the RX-7 to the 300ZX to the Mitsubishi 3000GT, the emphasis for Japanese sports cars shifted in the early 1990s to world-beating horsepower, high-tech gizmos like four-wheel steering and luxury GT appointments. They were fast, but they were also complex and expensive, just as a hyper-strong Japanese yen was making Japanese cars generally more pricey in North America. The second-generation MR2 was more powerful and more comfortable than the first, but it was also fatter and a lot more costly to own and maintain. The car's original appeal got lost. By 1995, demand for the MR2 had dried up to the point where Toyota quietly euthanized the car in the States.

``Obviously we didn't think we were doing it at the time, but we made some mistakes with the sports cars in the early 1990s,'' says Don Esmond, general manager of Toyota ision.

Now, six years after the demise of the second-generation MR2 and two years after the disappearance of the mighty 300-horsepower, twin-turbo Supra, Toyota will again offer a car aimed primarily at enthusiast drivers. The MR2 Spyder is affordable and uncluttered in concept, just like the Mk 1. Toyota expects its new roadster to have influence beyond its 5000 annual sales by helping revitalize the brand's stodgy image. Advertising will be concentrated on the Web and in cutting-edge magazines such as Wired and Premiere.

The Spyder is the first Toyota built first, only and always as a drop-top two-seater. It is simple and youthful, with no pretense of competing directly with more expensive Euro-roadsters like the Boxster or Mercedes SLK. It seems Toyota has learned something from its mistakes.

Basics.

The MR2 Spyder's 1.8-liter twin-cam four is borrowed from the base 2000 Celica coupe, with Toyota's varoughly comparable to the Miata's 1.8 four (138 hp at 6400 rpm, 124 lb-ft of torque at 5400 for the Toyota, vs. 14riable valve timing to help fatten the torque curve without sacrificing good breathing at the high end. Output is 0 hp at 6500 and 119 lb-ft at 5500 for the Mazda), but the Spyder engine starts with an aluminum rather than cast-iron block to trim weight. The Spyder also has a new electric power-steering pump, controlled by the engine electronics to match boost with road speed. This pump trims more weight and eliminates the parasitic power loss of a belt-driven steering pump.in front of the rear axle. Its five-speed gearbox is a front-drive-style transaxle taken from the higher-output Celic

The Spyder's engine is installed in the same transverse fashion as the Celica's--albeit behind the seats and a GT-S, with a slightly lower final drive ratio.

The suspension uses struts at all four corners, with semi-trailing arms in the rear. The MR2 Spyder has more brake than the Miata: 14-inch ventilated discs at all four wheels, compared to 10-inch vented discs in front and 9.9-inch solid discs rear.

Toyota's effort to stiffen its new roadster's frame began with unusually thick box sections along the rocker panels and tubular steel through the A-pillars. There's a tall bulkhead behind the seats and a frame-width crossmember behind the engine. After body assembly, braces are bolted between the strut towers front and rear, and the MR2 Spyder still has a substantial weight advantage over the Miata. Its published curb weight is 2195 pounds, compared to 2381 for the similarly equipped Miata LS. To reduce the cost of ownership and increase the Spyder's youthful appeal, all four quarter-panels bolt to the Spyder's unibody. That's supposed to make the car cheaper to repair (and by extension, to insure), while allowing aftermarket suppliers to develop custom body panels.

The MR2 Spyder's exaggerated styling themes carry through to the cockpit, yet in a purely functional sense there isn't much to gripe about. The three-gauge cluster features a big, white-faced tach in the center, with the speedo to the left and fuel, water temp and idiot lights to the right. From the radial climate control dials to the stereo buttons, the switches are almost all well placed and easy to manipulate. That makes the single exception a little more aggravating. The window switches are way back on the center console and molded in the same hard, cheap plastic, making them even more difficult to distinguish.

The Spyder's long wheelbase relative to the Miata's makes room for the mid-mounted engine and leaves a little extra space for occupants, but it has its drawbacks. The Miata has a proper trunk, and space for at least a couple of small suitcases. The Spyder has enough space under its hood to forcibly squeeze in a medium-sized backpack, with a slightly larger amount of storage room split between two locking bins behind the seats.

Down the road. The MR2 Spyder is not overly powerful. Still, the horsepower at its driver's disposal is more than adequate for a good time, particularly if the driver doesn't mind shifting frequently (which in our view is a huge part of the appeal). Track tests will likely produce 0-to-60-mph times of seven seconds, give or take a tenth--good for any car in this displacement class. Thanks to its weight advantage, gearing, or the slight edge in torque, the MR2 feels livelier than the Miata when traveling in a straight line. It also behaves a little differently when it moves left or right.

The Spyder's longer wheelbase has little effect in quick transitions. Its steering actually feels quicker than the Miata's, and it turns into a corner as crisply. To go smoothly, the MR2 Spyder's sharper steering response might demand a bit more precision from the driver.

Mid- vs. front-engine dynamics create the most obvious distinction between the two cars. The Spyder pushes a little going into a corner and it can oversteer coming out, although it doesn't seem overly inclined to do so on a high-friction surface. Its powerband suits its basic handling traits. There is just enough grunt to move the back end with the accelerator, but not so much that throttle modulation and the fear of looping become overriding issues in the course of an enthusiastic drive.

The MR2 Spyder has plenty of stopping power and a direct feel in its brake pedal. Throughout our initial drive on smooth roads in central Arizona, there was no vibration visible in the Spyder's rearview mirror, no apparent twist in its cowl and no flex in its windshield header. Hot or cold, sunny or overcast, a standard wind blocker limits buffeting in the cockpit.

Details.

Dropping the MR2 Spyder's manual soft-top is an easy, one-person operation from the driver's seat. The roof's front panel folds into place top side up, leaving a reasonably finished look without an add-on boot.

Toyota's roadster goes on sale in April. Options are limited to dealer-installed accessories such as a full tonneau cover and wheel locks. The $23,098 retail price includes air conditioning, power locks, a three-in-one stereo with radio, cassette and single-CD player, and a glass rear window with defroster. The MR2 Spyder's seats are covered in two kinds of cloth, with a Velcro-grade, slide-resistant material on the side bolsters.

All told, moving 5000 MR2 Spyders over the curb doesn't look like a terribly challenging assignment. Roadster sales have increased an average of 14 percent each year since 1995, and the Spyder goes into the fat part of the market with the sales-leading Miata, rather than the blue-blooded end.

Choice is almost always good. For most buyers, the choice between a Miata and an MR2 Spyder will come down to brand or styling preference. A smaller share will choose between the waltz of a front-engine roadster and the jazz steps of mid-engine runabout. Either way, it can be one hell of a dance.

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Bottom Line:

Serious contender to far more costly mid-engine sports cars.

The affordable new 130-mph Toyota MR2 Spyder sports car gives the Mazda MX-5 Miata its first serious competition since it debuted about a decade ago. The MR2 is even a viable rival to the costlier Porsche Boxster.

Like the Boxster, the $23,098 MR2 Spyder convertible has the mid-engine, rear-drive design found on Grand Prix and Indianapolis 500 race cars—and costly production sports cars such as the Boxster and even the Ferrari 360 Modena.

Mid-Engine Advantage

The $20,545-$25,055 Miata is a nifty copy of the 1960s British Lotus Elan and has a front-engine design that doesn't allow the catlike handling characteristics provided by a mid-engine design. Such a design allows putting a car's heavy pieces amidships, which reduces inertia at the front and back to let an auto change direction more easily.

This is the third-generation MR2. The first-generation MR2 was introduced in 1985 and was a genuine, affordable fun car. But the second-generation model was killed after 1995 because it became too complicated and expensive.

Toyota learned its lesson about making overweight, overpriced sports cars. It thus is making the 2000 MR2 Spyder a fairly light, simple 2-seater that costs about $18,000 less than the Boxster—its closest mid-engine rival. For instance, there's no power top—although the snug-fitting soft-top can be quickly lowered or raised by one person and deftly folds entirely out of sight.

Fairly Well Equipped

However, the MR2 Spyder is no hair-shirt sports car. That top has a glass—not cheap plastic—rear window with a defroster. Standard are air conditioning, power windows and door locks, AM/FM/cassette/CD, tilt steering wheel, low-profile tires on fairly wide 15-inch alloy wheels, leather-wrapped steering wheel and shift knob—and even a pop-up wind deflector to help produce fairly draft-free top-down driving even on highways.

But no lift-off hardtop is offered, and no side airbags are available. There are no factory options. Dealer-installed accessories include wheel locks, a front-end mask and an interior tonneau cover.

Affordable mid-engine sports cars from Fiat and Porsche were offered in the 1970s, but the Fiat was junky and the Porsche had too much Volkswagen input to be accepted as a genuine Porsche.

Granted, the MR2 Spyder lacks an exotic nameplate, but the Toyota name is associated with high quality. And a fast drive on curvy roads will convince even hardened auto buffs that this car is exceptional.

No Automatic Transmission (added SMT for 2001)

Most car buffs won't mind, but the MR2 Spyder is offered only with a 5-speed manual transmission. It generally shifts well, but gets notchy when rushed. It works with a clutch that has a long throw—but also a light action.

The MR2 Spyder is mostly aimed at 25-35-year-olds, but Toyota spokesman John McCandless said people in their 30s and 40s also should be attracted to the car. No doubt some dealers will charge at least list price because Toyota only is offering 5,000 MR2 Spyders here this year—although the automaker said that number may jump to 6,000 next year.

Lower Insurance Rates

Insurance rates should be reasonable because the MR2 Spyder has only a small 1.8-liter 138-horsepower 4-cylinder from the new Toyota Celica. There are no current plans to offer the MR2 Spyder with the Celica's available 180-horsepower 4-cylinder because that would both raise the price and insurance premiums. And that would defeat the MR2 Spyder's "affordable" status.

Lively Acceleration

Not that the 138-horsepower MR2 Spyder doesn't have lively performance. It weighs only 2,195 pounds, so the sophisticated dual-overhead-camshaft 16-valve aluminum engine can whisk it to 60 mph in about 7.0 seconds. Moreover, the transversely mounted engine's variable-valve timing system allows it to be responsive at low-range to midrange speeds—although it loves to rev high.

In fact, engine speed is at a high 3600 rpm at 70 mph, although estimated fuel economy with the recommended 87-octane gasoline is a decent 30 mpg on the highways—and 25 in the city. About 80 miles of moderately hard city and freeway driving only caused the car to use a quarter of a tank of gasoline.

Great Road Manners

The ultra-quick steering is communicative, and the taut all-independent suspension and powerful anti-lock brakes with nice pedal feel help make the MR2 Spyder a blast to drive.

Wheels are yanked to the extreme ends of the car, which has hardly any front/rear overhangs. That allows a 96.5-inch wheelbase that enhances handling and straight-line stability.The wheelbase is fairly long for a small sports car and contributes to a generally good ride, although it becomes jittery on patchy pavement and some highway or freeway surfaces.

Getting in and out of the fairly quiet interior calls for extra effort because the highly supportive bucket seats sit low, doorsills are high and door openings aren't especially wide.Once inside, a tall driver will wish his seat moved back farther, although a tall passenger should have no complaints in that regard.

Nice Interior

There is decent room to stay comfortable on fairly long drives in the no-nonsense cockpit, and the well-designed dashboard has large, smooth controls. There are handy twin pullout cupholders, and the race-style aluminum pedals and tubular door pulls are nifty auto-show-car touches.

Scant Cargo Room

A big drawback is the lack of cargo space. There are only two shallow compartments behind the seats to put, say, a few small briefcases. And the spare tire is up front, leaving room for only a small piece of soft luggage—at best. The glove compartment, door map pockets and a storage compartment in the center top dashboard hold only a few small objects.

Don't bring a passenger if you want to do serious grocery shopping with the MR2 Spyder. And two people who want to pack enough items for an extended trip can only look at each other and shake their heads.   The MR2 Spyder has steel panels bolted onto a highly rigid unit body to make repairs simpler. And my fairly low mileage test car had none of the rattles and shakes found with some convertibles when driven top down.   Granted, the limited cargo room makes the MR2 Spyder mostly a warm-weather toy or commuter car. But it's the best affordable genuine sports car to come along since the Miata.

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A dry Texas summer morphed unexpectedly into a week of non-stop rain. With the Texas hill country's fabulous roads waiting for me, I took delivery of a brand new MR2 Spyder. However, the week of rain prevented me from lowering the MR2's top and giving the rear-wheel drive car a workout around some of these great Texas roads. Luckily, the kind folks taking care of Toyota's test cars agreed to give me more time with their hot new convertible.   When the sun finally came out and I got behind the wheel, I began to really get a sense of the MR2's purpose and driving dynamics, I asked an automotive enthusiast friend for a second opinion. "Wow!" he said "This is a Toyota? It looks just like my Porsche Boxster." Like the Boxster, the MR2 has big, beady headlights, side air intake ducts behind the doors, and an engine in back. After two weeks and nearly 300 miles of driving, I think it does a faithful but not exact impersonation of the famed mid-engined German import. 

While it's not as potent as the 214-hp, $41,000 Porsche, the MR2 costs about $18,000 less and delivers huge grins when the sun is shinning and the top is down.   Priced well under a Porsche, the MR2 is by no means a stripped-down economy car with a fancy-looking body. Believe in this statement: The MR2 is a sports car, not a toy. It's not a poseur. And it's not classifiable with that most unkind expression: a "chick car." This is a mid-engined, 2,200-lb. SPORTS car. It makes minimal concessions to everyday comfort and conveniences-heated seats, cruise control, and a power-operated top aren't available-and with the engine only inches from your ears, you hear everything that goes on in that space where you'd normally find a trunk. It makes all the right noises and its five-speed manual transmission shifts with sufficient precision to remind you that, yes, you are driving a sports car.   

Carving the corners  

The MR2 excels in hunkering down on the road and eating it up. You sit low in the MR2, which gives a feel for what it's like to drive a racecar. The drilled aluminum pedals also lend to the car's racecar-like aspirations. The steering makes such a positive connection to the road that you can't help but feel incredibly involved in driving this car. The independent MacPherson strut suspension won't give you the sensation of riding in a Cadillac, but on a day-to-day driving basis, the ride was never unbearable. The mid-engine design means that the majority of the car's weight is toward the middle and rear of the vehicle. It also means that you have to be careful driving the MR2 with too much verve, as the car's rear end can swing around if you go into a corner with too much passion. Driven sanely, however, the MR2 is unlikely to twirl you 180-degrees as you say hello to the drivers behind you.   

The cult of coolness  

Looking at the MR2, it doesn't seem intent on making a statement or exclaiming that "you've arrived." Although it borrows some styling elements from the Boxster, it doesn't really look like anything else on the road. (You could say the same about some newer GM designs, but that's going in the other direction.) I like the looks of the MR2, especially with the top down.   Its interior has a simple but sporty feel. Expect comfortable seats and easy-to-use controls. The one design snafu is with the radio and cupholder placement: If you're a morning coffee drinker (like me), placing a travel mug in one of the cup holders blocks access to the radio's preset buttons. Steering wheel-mounted audio controls would solve that problem, but might detract from the straightforward MR2 interior. There is no imitation wood, no pop-up display screens, and no on-board computer to tell you the outside temperature, how many miles until you run out of gas, or connect you to the Internet. None of that belongs in a real sports car, and certainly isn't found in the MR2 Spyder. Combine this design simplicity with its sporty profile, and it's very easy to see why this model will likely be fully embraced by the numerous MR2 owners' clubs-of which there are 14 chapters in the United States alone, and 184 web sites solely devoted to Toyota's mid-engine sports car. Owner loyalty is strong with the MR2, and this Spyder is going to find a place in many enthusiasts' hearts, mainly because it's cool, different, and limited (only 5,000 units are for sale this year).   

Drive it like you mean it  

The MR2 obviously isn't going to hold as much stuff as an SUV or carry as many people as a minivan. But while it is limited in terms of its practicality (you can barely fit more than a loaf of bread in the front storage compartment), the MR2 is very good at what it was designed to do: Be driven by people who love to drive. Some convertibles look the part of a high-strung roadster but are built on platforms designed for mainstream driving tastes. Other convertibles come equipped only with an automatic transmission and are so weighted down with creature comforts that there are no performance features to speak of. The MR2 Spyder doesn't fit into those classifications. Instead, it begs you to crank it up. Its light-weight means that the 138-hp, four-cylinder engine- featuring VVT-i cylinder head technology, a variable-valve timing system similar to the design currently used in Lexus engines-doesn't feel overmatched. Torque maxes out at 127 lb. -ft. at 4,400 rpm. Toyota says the MR2 will get to 60 mph in less than 7 seconds, and I believe it. My first drive in the new MR2 reminded me of taking the wheel of a first-generation Mazda Miata-you didn't feel as if you could win a drag race, but the car's minimal poundage and frisky engine never made you long for more power.   

New features for 2001  

For possible appeal to an even greater audience, the 2001 MR2 will be offered with an automatic transmission. This will allow clutchless manual shifting like higher-performance cars and Formula One racers. Also, leather seats are a new option, and "Electric Green Mica" is added to the color choices. Keyless entry has also become standard.   The MR2 Spyder, priced at $24,070, comes equipped with anti-lock brakes, air conditioning, an AM/FM cassette and CD player, power windows and door locks, aluminum wheels, and a leather-wrapped steering wheel and shift knob. The easy to operate convertible top also comes with a glass rear window (many convertibles only have plastic ones) and an integrated defroster. These features make daily commuting more bearable, but they certainly don't detract from the MR2's overall fun factor. If you prefer driving a car that takes its mission in life seriously, then you'll love this MR2.

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Toyota is rolling out hipper, sportier models aimed at younger buyers in an attempt to ensure its future and modernize its stodgy image.   Latest move: reintroduction of the MR2 Spyder sports car after a five-year U.S. absence.   The latest iteration, which looks nothing like the Ferrari-esque MR2 you might remember from 1995 and earlier, has an impressive portfolio: engine mounted near the middle for good balance and handling; exotic engine technology that yields muscle-car acceleration from an economy-car power plant; folding top that doesn't need a cover; snappy-shifting transmission. And it's a Toyota, which many buyers equate with high quality and long life.   The formula produces a car dandy to drive but aggravating to use.   

The dandy parts:   

Balance.  

Putting the engine near the middle - behind the passenger compartment but in front of the rear wheels, in MR2's case - lightens the ends of the car. That means Spyder snaps to smartly when the wheel is turned. It's a wonderful feeling of responsive control that is pretty much what defines the appeal of a sports car.

Power.  

The numbers aren't big - 138 horsepower and a scant 125 foot-pounds of torque - but somehow deliver the goods. Toyota says the sprite will roar to 60 mph from rest in about seven seconds, quick enough to be exhilarating. And Toyota's variable valve timing magic makes sufficient torque available around town so the car is easy to drive in the stop-and-go grinder that turns higher-strung sports machines into balky, fussy annoyances. Plus, when the road's clear and beckoning for a top-speed blast, Spyder has more than enough pep to aggravate even the most tolerant speed cops.

Transmission.  

The manual gearbox shifts with a satisfying, mechanical feel. A beefy shift lever with a fat knob strokes pleasantly through the gears, which seem to have the proper ratios to keep the engine spinning in its power band. Spyder's gearbox isn't the snick-snick delight of the Mazda Miata's, but it needs to make no apologies for its feel and function.

Top.  

The rear window is glass instead of the plastic still favored by some expensive convertibles from other makers. Glass won't scratch the way plastic does, and it allows defroster wires to be embedded for fast winter visibility. The top folds down to become its own cover, stacking so that the last fold has an exterior top panel showing. That eliminates the need to tackle a separate cover.  

Airflow.  

The wind is well managed, even without the wind erter deployed at the rear of the cockpit. It was easy to nap at triple-digit speeds while lolling in the passenger's seat. Hairdos come out nicely windblown, instead of like the aftermath of an explosion in a spaghetti factory. Conversation is easy with the top down.

Brakes and steering.  

Both feel just dandy, neither over-boosted nor numb. You get from the car just about what your hands and feet ask for.

Safety.  

Anti-lock brakes - usually an expensive option on Toyotas - are standard. And the passenger's air bag can be shut off, so you can take along Junior without fear of death by safety device.   For the time you're behind the wheel, MR2 Spyder is a delight. But the car is a flop otherwise. 

The aggravating parts:   

Storage space.  

There's almost none, and what there is is awkward to reach.  Because the engine's in back, the trunk's in front. But so are the spare tire, steering and other intrusive hardware. The only trunk room is an angled cubby atop the spare. It will accept a laptop computer and a pair of socks. To reach it, you must open the glove compartment, yank a T handle there to release the latch, go to the front and fish for the nearly hidden safety catch, and stretch too far to reach the short prop rod that holds open the trunk lid. Then you're confronted with a two-latch cover over the tiny cargo hole. Unsnap those latches, lift the lid, free a strap, hook it somewhere to hold up the cover, then put in or take out your goods.   

Toyota acknowledges the inconvenience but says the trunk lid's prop rod is sited to be out of the way when removing the spare tire. And the strap that holds up the cargo cover is light, an advantage in a sports car.   Bins behind the seats hold perhaps a briefcase and change of clothes. But the seats must be folded forward to open those bins. And the seats don't go back where they were. You have to readjust the backrest angle. Other Toyotas have a simple, mechanical system that remembers the backrest angle, but that was deemed too fancy and too heavy for MR2.   Nowhere in the Spyder is there space for groceries, dry cleaning or the golf clubs, balls and bats, scuba gear and other paraphernalia associated with the active lifestyles of those hip, young consumers Toyota seeks - unless the Spyder owner is a loner and uses the passenger seat for cargo.  The rival Mazda Miata at least has a conventional, handy trunk for most of what's usually carried by a single or couple.   

Styling.  

Huge headlights and overbearing taillights are out of proportion and give the small car a cartoonish appearance.   Slabbed styling is a disappointment after the previous model's voluptuousness. The look is one of contrivance rather than creativity. Reasonable people disagree on matters of taste, of course, and Spyder did draw admiration. Children seemed to love the look. Adults who liked it used words such as ''cute'' and ''darling'' - perhaps not what red-blooded sports-car buffs want to hear. Interestingly, the body panels are essentially cosmetic trim. An understructure provides the rigidity. Toyota says the body pieces remove easily so owners can customize with accessory fenders, bumpers, etc.   

Details.  

Un-Toyota-like flaws showed up in both test cars, one driven in Arizona, the other for daily life in Virginia.   Both had stereo speakers that distorted and buzzed when the audio system was loud enough to enjoy with the top down. At lower levels, the sound was OK. The Virginia commuter buzzed from the glove compartment. Reaching in and pushing up firmly quieted the noise, suggesting the glove box lining was loose. Toyota says it hasn't heard such complaints before.   The Virginia car also vibrated annoyingly at idle - but not always. When it happened, it appeared the engine had suddenly, subtly begun to idle more slowly, unmasking the natural shaking of any engine running too slowly to smooth out its inherent vibrations.   The verdict? If you value automotive agility and Toyota's good name more than handiness, practicality and gorgeous looks, MR2 Spyder should be a delight.   Overall: Nice to drive, maddening to use.

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Forget the Viagra. Ditch the Grecian 2000. If you want to look and feel 10 years younger, you could do worse than buying yourself an MR2. Just half an hour behind the wheel of Toyota’s brand new, mid-engined road-rocket, and you’ll feel like a new person (no promises specifically for your hair or other anatomy, though).   Top down, listening to the zing of its twin cam motor, feeling the snick-snick of its five-speed shifter, and you’ll have a grin on your face as wide as Texas. Guaranteed. This is a four-wheeled motorcycle, a 138-horsepower go-kart, a ride on Space Mountain, and a six-pack of adrenaline, all rolled into one.   

That’s the good news. Wanna hear the great news? The cost of all this sensory overload is just $24,583. Or you could buy a minivan instead.   This is the successor to the last "Mister Two," which was canned back in 1995 after becoming too expensive, too flabby, too out of touch with the market. Toyota designers went back to the drawing board, went back to basics. They came up with a slimmed-down, two-seat roadster with an affordable sticker and an emphasis firmly on the fun factor.   And boy, is this car a blast to drive. Every Interstate on-ramp becomes Turn Two at Daytona; every rush-hour snarl-up becomes a moving chicane.   

Small wonder  

You don’t so much drive the MR2 as wear it. Climb in, buckle-up and the car wraps around you like a t-shirt that’s shrunk in the wash.   Yep, it’s small. Small as in around three inches shorter than a Mazda Miata. And lower than a Miata. Which makes it about as low as lawn weeds. Drive alongside an 18-wheeler and all you see are lug nuts. Full-size pick-ups look like moving skyscrapers. School buses seem like small Caribbean islands.   Of course, there are advantages to the Toyota’s Mini-Me proportions. For example, there’s no parking space in the Continental USA that the MR2 won’t slot into. And if the tollbooth attendant on the Golden Gate Bridge is snoozing (dream of driving down Highway 1 in an MR2), you could theoretically cruise right under the barrier.   Power comes from a 1.8-liter, 138-hp twin-cam four-cylinder that’s mounted behind the driver’s right ear and drives the rear wheels, just like a Porsche Boxster. 

It’s the same motor that motivates the heavier Celica GT and features Toyota’s variable-valve timing cylinder head technology.   The advantage of mid-mounting the motor is that it gives the car perfect weight balance, which in turn means perfect handling. Now if you’re thinking that 138 horses and four cylinders doesn’t seem much like a power fest, remember that the MR2 weighs roughly the same as the average supermodel. Against the stopwatch, it’ll slingshot its way to 60 mph from standstill in an impressive seven seconds, and keep on running till it hits 130 mph.   Stomp on the gas and the sewing machine-smooth four-cylinder delivers just the right amount of ear-tingling excitement. It feels enthusiastic, lively and as eager as a four year-old on caffeine.   

Surgical romp  

But the MR2’s real forte is tackling the twisty bits. Surgically precise steering, together with racecar-like suspension and all-disc braking, gives the Toyota the feel of a pumped-up go-kart.   Find a nice, twisty country road — California wine country will do — and the MR2 will excite, delight, please and tease. And the Toyota’s cockpit has all the look and feel of a racecar’s, but with carpeting. Those pinch-tight bucket seats support you in all the right places, all the controls fall easily to hand, and the big instruments couldn’t be easier to read. It’s well equipped too, with standard fixtures including air conditioning, power locks and windows, aluminum sports pedals, cassette and CD with four speakers, tilt steering, and a top with a glass window and de-fogger.   Toyota’s designers have also done a fine job channeling the airflow around the car. It means that with the top folded and the tiny Plexiglas rear screen raised, you can cruise at 75 mph plus without your hair looking like you’ve just been hit by lightning. Pity that the Plexiglas screen is dark-tinted as it cuts down visibility in that all-important, look-over-the-should-before-lane-changing maneuver.  

The top itself couldn’t be easier to operate. Release two clips on the windshield header, and simply flip it back. Push down on the center catch and the top locks neatly in place. Ten seconds max. Reversing the process takes a little longer as stepping out of the car is required — unless you have Rambo-esque forearm muscles.   The only downside of making a car small and compact is that you’re not left with much space for luggage. In the MR2’s case, there’s, er, no space. The rear is filled with engine, while at the front, a small compartment houses the spare wheel. Yes, there are two small, lockable compartments behind the seats, but they’re just about big enough to hold a toothbrush and a clean pair of socks.  

But that’s a teeny, teeny price to pay for a car that provides so much pure, unadulterated fun, so much excitement, so many smiles per mile. We’ll take ours in red, please.

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There are some very good reasons for building a mid-engined sports car. By situating all the heavy bits amidships, you reduce inertia at the car's nose and tail, making it a lot easier for the car to change direction. That's what produces the responsive and nimble handling characteristics typical of mid-engined cars.   Unfortunately, it's also responsible for some notably spooky handling at the limit from some examples of the genre. Highly responsive vehicles occasionally verge into outright instability. And having had that accusation hurled at earlier MR2s, Toyota took no chances with the new Spyder. At no time during our first stint behind the wheel did the car ever display anything other than progressive understeer in corners, and it tracked as straight as a laser at triple-digit velocities with genuine hands-off-the-wheel balance.   

The new MR2 Spyder is so confidence inspiring that it might almost be the reason Toyota chose the mid-engine format. You know, to prove once and for all that it can be done with none of the quirks found in other examples of the type. Certainly, there are numerous reasons why Toyota might have moved away from the concept with its new Miata fighter.   First, the layout does not facilitate much luggage space. In fact, the MR2 Spyder -- having to accommodate space for a folding top -- is worse than the old MR2 coupes in this regard, offering only a couple of shallow compartments behind the seats (the suspension, the radiators, and the spare tire fill the front compartment).   Dropping the engine immediately behind the occupants puts it, and the energetic noises of its exertions, mere inches away from their ears. With the top up and the tachometer a-winding, there's ample aural evidence broadcast into the cabin of multivalve four-cylinder activities.  

Those, in a nutshell, are the up- and downsides of the argument about the MR2 Spyder, but there is no doubt that Toyota's execution of the concept was approached with its usual systematic diligence. Chief engineer Harunori Shiratori remarked that the resurgence of the sports car, particularly the roadster, is well under way, but that the trend to overweight, overpriced examples has to be avoided, as they were the primary contributors to the demise of the segment in the recent past.   Also, since Toyota is on a crusade to drive its owner demographics toward younger customers, the price and the styling had to be in line with their resources. As part of a three-pronged initiative to lure younger buyers (co-starring the Echo and the Celica), the MR2 Spyder was masterminded by Toyota's youth-oriented "genesis group."   

According to Toyota officials, the MR2 Spyder will be available in restricted numbers -- about 5000 a year in the U.S. This sounds like more of the paradoxical reasoning we considered for the adoption of the mid-engine layout. A low-priced, small-volume product flies in the face of common-sense economics. And then Toyota's managers mention the 40,000 existing MR2 owners and the many MR2 owners' clubs and Web sites already extant. None of which, surely, encompasses the NetGen target market. But hey, they know what they're doing. With the new Celica, the median age of owners has already dropped nine years!   

Although the MR2 measures a mere 153.0 inches long -- 2.3 inches shorter than a Miata -- its wheelbase stretches 96.5 inches, 7.3 inches longer than the little Mazda's. This reduces any short-coupled snappishness in the car's handling. Positioning the wheels right at the corners also provides more space for occupants and allows even large drivers to feel comfortably enclosed -- unlike their experience in a Miata, where taller ones feel a part of the car's rollover apparatus.   The footwells are not very roomy, particularly on the passenger side, where ducting impinges on foot space, but there's nonetheless room for six-foot-something drivers to nestle in, and visibility is quite good. Also, the manual softtop (with glass backlight) turns out to be slightly hump-backed, and it provides surprisingly good headroom.   

The wheel tilts but does not telescope, and the space between it and the pedals is a bit limited. Still, none of the space constraints is bad enough to obscure the little car's many charms. Chief among these is that the MR2 does a lot with what it has. Weighing just 2200 pounds, the Spyder is well served by its 138-horsepower, 1.8-liter twin-cam four (the new 1ZZ-FE motor that powers the Celica GT), and the sprint from standstill to 60 mph is reported to take seven seconds.   The Spyder's low weight can also be appreciated when the driver's foot is firmly on the brake pedal and the standard-equipment ABS is helping slow the car. Toyota claims a credible 167-foot stopping distance from 70 mph. Despite its low weight, the Spyder's structure turns out to be extremely stiff and is resistant to the shivers and quakes that afflict many other convertibles. 

The body is also endowed with remarkably good aerodynamics. The drag coefficient is 0.35 with the top up, according to Toyota, but what owners will notice more is the lack of buffeting and turbulence inside the car when the top's down.   There's a small air blocker on the top of the rear bulkhead, but we think it's really a question of overall airflow management that makes the cabin so tranquil. At 90 mph, our baseball caps stayed securely in place. At that speed in most of the competitors, they would have been long gone.   On the admittedly good roads in Arizona where we sampled the Spyder's repertoire, the ride from the all-strut suspension was astonishingly good, with ride-motion control you wouldn't believe in a car this small. Actually, low mass is easier to control, but you hardly ever see it done well in cheaper cars. 

The Spyder permits a little more roll than we expected, but it's well damped, and the car takes a firm set in corners. Despite modestly sized tires (185/55VR-15 in front and 205/50VR-15 in the rear), the car hangs on tenaciously, and its transition into understeer is easily modulated with the throttle.   The only criticism we can level at the Spyder's handling is that the steering (although accurate and well isolated from road shock) is a touch lacking in feedback. In truth, the whole car is much more civilized than we'd expected. For $23,558, the levels of refinement come as a real surprise.   

So, is the new MR2 Spyder a tad too civilized for a small roadster? Depends on your needs. Is it an admirable engineering achievement? You bet.   In real money that fun goes for a list price of only $23,098, with no significant options. Dealer extras include an interior tonneau cover, front-end mask, and wheel locks. With only 5,000 Spyders this year, expect demand, and dealer markups, to be high.   For, the 2001 Toyota MR2 Spyder is a very desirable little roadster for summer, and all seasons. We concede that its few flaws do make it less than the perfect roadster pick. But then, perfection is boring. And, boring is one thing you will never be able to call the 2001 Toyota MR2 Spyder.   

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For some time now, there has only been one truly affordable roadster on the U.S. market, and that’s the Mazda Miata. We’re talking here about cars that can be bought for less than $25,000, which is precisely the price point Toyota has aimed to beat with its new MR2 Spyder.   For $24,598, you can have a mid-engined roadster that is a blast to drive, stylish, and goes about as well as you can expect for a car endowed with a 138- horsepower four-cylinder engine.   

The all-new MR2 is Toyota’s first car designed from the ground up as a convertible. The chassis has a long wheelbase for stability and uses high- strength steel extensively to keep the weight as low as possible—-in this case, to 2195 pounds. Since weight is the enemy of all performance, whether it’s under braking, acceleration, or through the turns, this can only be good.   The MR2 Spyder uses Toyota’s all-aluminum 1ZZ-FE four-cylinder DOHC 16-valve 1.8-liter engine, which is mounted behind the driver in a mid-engined location, driving the rear wheels. With the aid of VVT-1 variable intake cam timing, the engine makes 138 horsepower at 6400 rpm and 125 pound-feet of torque at 4400 rpm. The car has a five-speed manual transmission. Other technical features include electro-hydraulic assistance for its rack and pinion steering, all around strut-type independent suspension, and four-wheel disc brakes with a standard anti-lock system.   

Whatever one thinks of the quirky exterior styling—it ranges from “cute” to “yuk”—the MR2 scores high for its interior. The door inserts and seats are jazzy and there are plenty of cool, modern finishes that include the rubbery top for the instrument panel, perforated leather on the door grabs, steering wheel and parking brake, and silver dials and heater controls. Pretty much everything one needs in an open roadster is included in the base price, with air conditioning, electric windows and mirrors, and a CD/cassette/radio as standard.   The top is easy to use and looks finished when it’s down, in contrast to some roadsters, which need a top boot to hide the furled canvas. However, the worst aspect of the MR2 becomes apparent when you try storing luggage: there’s virtually no front trunk space, so your belongings have to be fitted in two tiny bins behind the seats. Frankly, they’re worthless for anything but a change of light clothing and a toothbrush.   

The car is great to drive, partially because it is so light that it’s quite quick. Toyota says that it will reach 60 mph from rest in about seven seconds, and it feels plenty zippy. The engine picks up with zest from 2500 rpms, and is both flexible in the mid range and happy to zing around to the red line. It’s allied to a sweet shift that makes you change gears just for the sake of it. On the twisting roads in Arizona where we drove the MR2, it feels very poised and faithful, changing direction swiftly yet fluently and providing excellent traction. It isn’t as much fun as a Miata, which you tend to throw around with abandon, because its chassis responses are more precise and racy than the front engined Mazda’s. More mid-engined, if you will. 

It also rides exceptionally well-—the benefit of a comparatively long 96.5-inch wheelbase—except at low speed, when there is a little choppiness.   If the car has a real dynamic weakness, it’s the steering, which is over aggressive on turn in and doesn’t communicate particularly well with you and the chassis. (It shouts at a distance rather than whispers intimately in your ear.) The brakes are excellent, however, another of those benefits of light weight.   The question everyone asks, of course, is whether this is better than a Miata. In some ways it is. It is more stylish inside, feels quicker, and handles in a more modern fashion. Purists will prefer the Miata’s more communicative nature and more spirited dynamics, but either would be a good tonic on a sunny day and a great road. The Toyota’s biggest failing is its lack of luggage space, which is going to make it more of a toy and less of a practical, everyday driver. A shame, because it’s otherwise hard to find a reason for not really liking the third incarnation of Toyota’s mid-engined two-place runabout.   

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Concept cars have a way of getting under your skin. At the Tokyo Motor Show in 1995, Toyota rolled out a gem called MRJ. This one-off, mid-engine descendent of the MR2 featured a hardtop that retracted into the trunk—an idea that Mercedes-Benz applied to its SLK230. Sadly, Toyota deemed that MRJ would be too expensive to build. Two years later, the MR-S concept made its debut at the Tokyo show. This time around, Toyota took its inspiration not from the MR2, but from the Sports 800, a tiny roadster built from 1965 through 1969 for the Japanese market. With a soft convertible top that folded manually under a hard tonneau cover, MR-S looked like a shoe-in for production.

Since the departed MR2 adopted the unwanted nickname of “Mister Two,” Toyota may have feared that Americans would label MR-S as the “Missus.” And so it was mildly reskinned and brought to the 1999 Chicago Auto Show under the more masculine moniker MR2 Spyder. Toyota said that MR2 Spyder was merely a concept vehicle, offering a “strong hint” of its future direction in the sports-car segment.

Be it positive reaction from the public, a changing market for sports cars or the realization that archrival Honda was preparing to steal the spotlight with its S2000 roadster, it appears that the wait is almost over. Toyota promises to introduce MR2 Spyder midway through the 2000 model year.   The word on the grapevine is that MR2 Spyder is expected to borrow its 140-bhp 1.8-liter dohc 4-cylinder engine from the new Celica GT. As such, it will employ Toyota’s VVT-i variable valve timing to help increase output and operating efficiency. Transversely mounted amidships behind the driver, the four-banger will power the rear wheels through a rumored 5-speed manual sport-shift transmission. With a gearshift lever on the center console and a push-button steering-wheel mounted shift mechanism, drivers will get a kick out of changing gears without a clutch pedal.   

A new electronic hydraulic power-steering unit is also in the works, saving weight while proving yet another link to the MR2. Four-wheel independent strut suspension, 4-wheel disc brakes and ABS are said to be part of the package. Don’t expect a turbocharger, supercharger or any other add-ons that would drive up the price. MR2 Spyder’s body panels, however, are bolted in place, facilitating ease of replacement, and opening up new worlds of possibilities for the custom-car crowd.   A lightweight mid-engine roadster with Toyota’s build quality at an attractive price could give Mazda a migraine. But instead of building another Miata clone, Toyota had its sights set on the likes of the Porsche Boxster. Expected to be built in much higher quantities than the more expensive Honda S2000 or Boxster, the MR2 Spyder will return Toyota to its mid-engine roots, with a thoroughly modern interpretation of a familiar sports-car theme.   

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Unless you've been living under a rock the past couple of years, it's no news that SUVs are practically ruling the roads. But with summer driving just around the corner, you may start to notice the emergence of a new, smaller road ruler. It's the roadster, and buyers wanting to join the coup d'état will find a surprising number of attractive choices. The latest offering from this convertible cornucopia being the 2001 Toyota MR2 Spyder. Now, Toyota's two-seater has been completely rethought, and it looks like the new Spyder's timing is perfect. 

But, is it a perfect roadster pick?   It certainly could be, if you're the sort of person that wants driving to be pure fun. Because this 2001 Toyota MR2 Spyder was conceived purely with youthful fun in mind. Designed from the ground up to appeal to younger buyers, the 2001 MR2 maintains the 2-seat, mid-engine, rear-drive layout of its predecessors. But opts to go the ragtop route this time around.   The MR2's look is almost unbearably cute, but auto trivia buffs will note that it bears a strong resemblance to the English-built Midas Gold Cabriolet of the 1980s, not to mention a variety of auto show concept cars since, and sits on a comparably short wheelbase of 96.5-inches. Overall length is only 153-inches.   

This tiny, 2,200-pound package is propelled by the same 1.8-liter, twin cam, 16-valve 4- cylinder engine with variable valve timing, found in the Celica GT. In the MR2, it sits above the rear axle and makes a slightly reduced 138 horsepower and the same 125 pound-feet of torque. Which is then fed through a firm-but-accurate 5-speed manual shifter. An automatic is available for model year 2001.   With a true sports car manual shifter in hand, we launched the MR2 to 60 in a spirited 7.1 seconds, and through the 1/4 mile in 15.3-seconds at a respectable 90 miles-per-hour. But we felt a rather tall 4th gear slowed our 1/4 mile runs. Still, it's a lot more exciting off the line than its main soft-top rival, the Mazda Miata.   Though the MR2 Spyder is not quite the Mazda's equal when it comes to balanced handling. 

The powertrain's rearward weight bias does allow the car to unhook when pushed hard. But the quick, crisp electric-hydraulic power steering allows you to easily bring it back into line, so the fun quotient is high.   That goes for braking too, where the lightweight MR2 is clearly superior to the Miata, stopping from 60 in an amazingly short average of 94-feet. The ABS-equipped discs bit hard, while the chassis remained straight as an arrow. Pedal feel was also first rate. When we took to regular roads, we discovered a fair bit of body flex. But we also prefer the slightly taut ride to its softer roadster rivals.   

Top-up design is par for the mini-roadster class, with large blind spots, but including a heated rear glass window as standard equipment. The top down design, however, goes the competition one better. Just flip two latches on the windshield frame, and the lightweight top folds quickly. But then it latches easily in place, thus eliminating the need for a hard-to-fit tonneau cover. Very clever. A small, flip-up wind deflector helps reduce buffeting in the cockpit.   Dropping the top opens up an interior that is surprisingly wide and well-equipped for such a small two-seater. Most interior dimensions, including hip and shoulder room, are superior to Miata and as good as some small sedans.   The bucket seats are a bit on the firm side, but offer adequate back support, while the large, but not quite comprehensive, white-face gauges make for easy high speed reading. Heat and ventilation controls are clear and easy to reach. But the standard CD-and cassette-equipped stereo is set too low for easy operation, negating its well-designed controls.   

But where the MR2 really comes up short on perfection is in luggage space. There is a tiny 1.9-cubic-feet in a small compartment behind the seats, plus space for a very small soft bag in the front spare tire well. It's too tight even for a weekend getaway. Though, once behind the wheel, the lack of luggage space seems a small price to pay for so much driving fun.   In real money that fun goes for a list price of only $24,598, with no significant options. Dealer extras include an interior tonneau cover, front-end mask, and wheel locks. With only 5,000 Spyders this year, expect demand, and dealer markups, to be high.   For, the 2001 Toyota MR2 Spyder is a very desirable little roadster for summer, and all seasons. We concede that its few flaws do make it less than the perfect roadster pick. But then, perfection is boring. And, boring is one thing you will never be able to call the 2001 Toyota MR2 Spyder.   

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In 1886, when Gottlieb Daimler positioned a chuffing, single-cylinder powerplant in the center of his contraption’s spindly chassis, he created not only the first car, but also the first mid-engine car. It’s true, that engine location was chosen mainly for convenience rather than any attempt to achieve superior handling characteristics, yet history was made. Little did he know that the layout was to become the standard for the modern race car and some of the most thrilling production machines ever constructed.   

You can see some of the classic benchmarks in mid-engine evolution in the nearby time line, but it’s the transition from racing hardware to road-going sports and exotic cars that concerns us here. The year 1967 was pivotal, for at the Geneva auto show there were no less than three new mid-engine road cars vying for the crowd’s attention—the Ferrari Dino 206GT, the Lotus Europa and the De Tomaso Mangusta. And a certain low-slung Italian number called the Miura, introduced there a year earlier and considered the first true mid-engine exotic, was still thrilling show-goers.   

The die was cast and, in the years that ensued, all manner of mid-engine machinery has followed from the likes of Porsche, Ferrari, Lamborghini, Maserati, De Tomaso, Lancia, Fiat, Opel, McLaren, Matra, Lotus, Toyota, Acura, Renault and, yes, even Pontiac. Does a mid-engine car handle “better” than its front- or rear-engine counterpart? Road Test Editor Patrick Hong addresses that question, examining the pros and cons of this layout, in a nearby analysis. But there’s no denying the allure of driving a car with a racing-inspired configuration, transitioning through corners like a cheetah chasing down a jinking jackrabbit, with the soundtrack whirring inches behind your shoulders. What follows is a look at every mid-engine production sports car sold in the U.S. for 2001.   

Toyota MR2 Spyder  

Well, minimalism is back with the MR2 Spyder, a $23,585, 2250-lb. 2-seat roadster that makes up in cat-quick response what it so woefully lacks—luggage space. With a measly 2.8 cu. ft. of room apportioned between two behind-the-seats lockers, the Spyder would be hard-pressed to accommodate a couple of overnight bags.   Yet row through its five tightly spaced gear ratios, transferring a peak of 138 bhp and 125 lb.-ft. of torque to its rear 205-mm Bridgestone Potenzas, and much is forgiven. The MR2 Spyder’s favorable power-to-weight ratio allows it to clip off easy 7.3-second blasts to 60 mph. And while your luggage may fidget restlessly, you won’t, as its cockpit offers noticeably more width and leg room than its marketplace arch-rival, the Mazda Miata. The Toyota’s driving environment is several shades trendier, with recessed white-face gauges (and matching white trim rings around the ventilation controls) and contrasting textures.   No one will ever call the MR2 Spyder a beautiful car, but it is an intriguingly purposeful design, playful without being too cute, with tightly clipped overhangs that help to reduce its polar moment of inertia even further. The proof is in experiencing its agility, and Toyota’s latest twirls the thrill-per-dollar needle right off the scale.

Porsche Boxster S  

Water has replaced air as the immediate cooling medium, but the Boxster’s 3.2-liter 4-cam 250-bhp engine is still horizontally opposed and has been tuned to generate the same hair-raising resonance as its air-cooled forebears. Rowing its 6-speed gearbox for all it’s worth, the S can clip off 5.6-sec. 0-to-60 times—within a half second of its legendary big brother, the 911.  Point the Boxster’s nose into a turn, squeeze on the power and you’ll have the heady sensation of its front tires tracking precisely where you want them to go. Few other cars give such a detailed account of every crevice, seam and nuance of the road surface, telegraphed faithfully through a 3-spoke sport steering wheel with the smallest of airbags. Jump off the throttle in virtually any situation and nothing wicked happens — 255/40ZR-17 rear tires and contact patch-friendly suspension geometries see to that. And braking is equally sublime, the Brembo-sourced “Big Red” calipers scrubbing off speed with authority. As mid-engine chassis go, the Boxster’s is as goof-proof as they come.   Inside, there’s a departure from traditional Porsche interiors—better ergonomically, no question, but tinged with a sort of Industrial/Gothic look. Still, there are excellent body-embracing high-back seats, an ideal driving position and a cable-shift 6-speed that is light-years more precise than the Boxster’s original effort. If ever a sports car could be said to be practical, it is this Porsche…combined, its deep front trunk and golf bag-swallowing rear trunk offer more than 10 cu. ft. of capacity.  

Acura NSX  

There have been aluminum cars before; our Engineering Editor Dennis Simanaitis will quickly point to his personal favorite—the Dellow, a 1950s British trials car with recycled rocket-launcher tubes for frame rails. Yet it was Acura that first used the material in unit-body form for a series-produced sports car…and what a car.   Introduced for the 1991 model year, the NSX offered levels of docility, quietness and refinement approaching those o