FRIENDLIER SKI
SOME CONVERTIBLES ARE BECOMING ALMOST PRACTICAL
W
hile convertibles are enjoyable on a sunny
day, historically they’ve been impractical: Their
tops were prone to leak and let in a lot of noise.
Without the structure of a roof, their bodies tended to quiver and flex. Adding reinforcements to compensate for
the lack of structure added weight, which hurt fuel economy and
acceleration. Moreover, rear-seat and trunk space were usually
compromised by the folding top and visibility was reduced by
small rear windows.
But now there are signs of change, and our test of seven
convertibles shows that price usually determines the level of
sacrifice you can expect.
We tested the BMW 328i, Chrysler Sebring, Mitsubishi
Eclipse Spyder, Pontiac G6, Saab 9-3, Volkswagen Eos, and the
Volvo C70. Five of the seven cars have retracting hard tops, while
two have traditional fabric tops. All seven cars have poweroperated tops. They range in price from $32,660 to $49,525.
Folding hard tops are the latest trend in convertibles. They
improve visibility and security. The roof designs of hard tops
are complex, take up considerable trunk space when open, and
can’t be operated on the move. The ability of the Volkswagen
Eos to incorporate a sunroof for days when you don’t want the
full convertible treatment is nice. The soft-top Mini Cooper
convertible does that too.
But noise and weather isolation have more to do with individual vehicle design than whether the top is hard or soft, we
found in our tests. The folding hard tops of the Pontiac and
Chrysler, for example, tended to squeak, rattle, or generate
more wind noise than some fabric tops did. However, the other
cars with either retractable hard tops or soft tops in our test
felt solid and cozy inside with the roof raised.
All seven cars tested here have nominal seating for four
people, though the rear seats range from merely cramped to
virtually useless for human occupation. We found that those
convertibles offer a wide range of capabilities and characters.
In the end, clear winners emerged: The Eos and 328i were the
two top scorers. But there were also some convertibles we
wouldn’t pick to drive even on the sunniest of days, most
TESTED VEHICLES: Volkswagen Eos • BMW 328i • Saab 9-3 • Volvo C70
42
C O N S U M E R R E P O RT S
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M AY 2008
•
Expert • Independent • Nonprofit
ES
notably the Chrysler Sebring, which scored at the bottom.
We predict average or above reliability for the 328i,
Eclipse, Eos, and C70 based on subscriber responses from
our Annual Survey. Predicted reliability for the G6 is much
worse than average and the 9-3 is worse than average. We
do not have sufficient reliability data for the Sebring.
The Ratings include most of the affordable four-seat convertibles available. The Audi A4 is offered as a convertible,
but is being replaced soon. The Chrysler PT Cruiser convertible has been discontinued, but some remain on dealer lots.
Although the Mini convertible is based on the first generation
platform, it remains competitive. BMW will be introducing a
convertible version of its compact 1 Series coupe shortly and
the Toyota Camry Solara will be discontinued after the 2008
model year.
ROAD-TEST VIDEOS of all the vehicles in this group are available
free of charge at www.ConsumerReports.org.
CR Quick Recommendations
The Ratings rank vehicles on how they scored in our tests, regardless of
price or reliability. Recommended models ( ) not only tested well, but
show average or better reliability and performed at least adequately if
crash-tested or included in a government rollover test. Recommended
models that score especially well in overall safety based on accidentavoidance capability from our tests and crash protection from IIHS or
government tests, if tested, are designated with a ( ). Quick Picks are
recommended models that in our judgment deserve special consideration based on your needs.
The 9-3 and G6 are not recommended because of below average
reliability. The Eclipse and Sebring did not score high enough in our
testing to be recommended.
QUICK PICKS
3 Mini Cooper
5 Toyota Camry Solara
6 Volvo C70
1 Volkswagen Eos
2 BMW 328i
Ratings
Make & model
B
X
B
C
B
V
B
Excellent Very
good
Z
Good
Fair
Poor
In this Overall road-test Price as Predicted
issue
score
tested reliability
P
F
G
VG
E
CONVERTIBLES
1
Volkswagen Eos Lux
2 BMW 328i
3 Mini Cooper S
(manual trans.)
4 Saab 9-3 2.0T
5 Toyota Camry Solara
XLE (V6)
6 Volvo C70 T5
•
•
78
$35,829
76
49,525
73
29,820
•
71
42,505
71
31,087
•
68
43,880
7 Ford Mustang Premium (V6)
8 Pontiac G6 GT (3.9, V6)
9 Mitsubishi Eclipse GT (V6)
10 Chrysler Sebring Limited
(3.5, V6)
•
•
•
35,513
37,030
NA
28,070
57
32,660
45
&V
&
X
&C
&
C
&
B
&
C
60
51
&C
&
Z
&
C
• Pontiac G6 • Mitsubishi Eclipse • Chrysler Sebring
M AY 2008
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w w w. ConsumerRepor ts.org 43
RECOMMENDED
T E ST E D V E H I C L E
HIGHS Transmission, fuel
economy, turning circle, fit and
finish, clever sunroof, calm with
top down.
LOWS Wind and road noise,
rear seat, slow initial throttle
response.
Trim line Lux 2.0T
Drivetrains 200-hp, 2.0-liter,
turbocharged four-cylinder;
six-speed automated manual
transmission; front-wheel drive
Major options iPod adapter
Tested price $35,829
THE EOS LINE Body style convertible ■ Drive wheels front ■ Trim lines Turbo, Komfort, Lux, VR6
Engines & transmissions 2.0-liter 4 turbo (200 hp), 3.2-liter V6 (250 hp); 6-speed sequential, 6-speed
manual ■ Base price range $28,990-38,100
Volkswagen Eos
Volkswagen’s hard-top convertible is a
well-rounded car that works well in all
seasons. It has a glass sunroof in its
convertible roof so that you can enjoy
just a little sun, or get the full wind-inthe-face convertible experience. Its
eager engine and responsive transmission, also found in the VW GTI and the
Audi A3, provide a good blend of power
and fuel economy. We like the Eos’s controls and impressive interior fit and finish, but the back seat is cramped and
there is notable wind and road noise.
Reliability has been average.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
The body shakes a bit on rough
roads, especially with the top down. But
the Eos absorbs bumps with decent isolation and the body remains steady on
the highway. With the top up on the
44
Braking: responsive and
very good overall.
Headlights: Halogen
lights provide good
illumination but lack
uniformity.
Access: good.
Visibility: good glass
area, but moderately
thick rear roof pillars and
large head restraints
create some blind zones
in the rear.
Cabin storage: modest,
with a large glove box
and map pockets but
POD LANDING The Eos has an iPod
dock that allows for the control of
standard and Nano models through the
steering wheel and radio controls.
C O N S U M E R R E P O RT S
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M AY 2008
highway, there’s pronounced wind and
road noise, which is disappointing for a
hard-top convertible.
Handling feels responsive with
prompt turn-in and well-controlled body
lean. Steering feedback and heft improves at higher speeds.The Eos is capable and secure at its handling limits, posting the highest speed through our
avoidance maneuver in this group.
The 200-hp, turbocharged, fourcylinder engine provides strong power
and returned 25 mpg overall on premium fuel, making it one of the most
fuel-efficient convertibles. But it hesitates when you first step on the throttle,
then power comes on in a rush, making
it difficult to drive smoothly. The sixspeed automated manual transmission
is one of the quickest and smoothest
around. Some drivers found it discon-
•
little other space.
Head restraints: tall
enough in all four
positions. Rollover
supports deploy behind
the rear seats in
rollovers and highimpact crashes.
Child seats: rear-facing
infant seats will probably
tilt even when belts are
secure. There are no top
tether LATCH anchors in
the rear and lower
anchors proved to be
difficult to access.
Expert • Independent • Nonprofit
certing, however, that it let the car roll
back slightly when starting on hills. A
conventional six-speed manual transmission is also available.
INSIDE THE CABIN
Soft, nicely grained leather, plastic,
wood, and chrome trim gives the cabin a
high-quality feel. The convertible top is
completely lined in nice material.
The driving position is fairly roomy
and upright, with a tilt-and-telescope
steering wheel. Some of our drivers
found that the nonadjusting safety belt
tugged down on their shoulder, and
taller drivers felt the center console intrudes on knee room. Visibility is good
for a convertible.
Controls are very simple, and the
radio is one of the easiest to use that
we’ve found. Gauges are easy to read.
There’s some rear leg room, but the
rear seat is bolt upright, narrow, and
mounted low. At least the front seats fold
and easily move out of the way.
When the car is parked, the top folds
down into the trunk in 27 seconds. A
manual wind deflector deploys from the
windshield to reduce wind buffeting
when the sunroof is open. With the top
down wind buffeting is minimal. A folding wind deflector further calms the wind
when the top is down.Access to the trunk
is minimal unless the top is closed.
T E ST E D V E H I C L E
RECOMMENDED
HIGHS Powertrain, handling,
steering, ride, quietness, rigid
structure, fit and finish.
LOWS Some controls,
cramped rear seat, trunk, cup
holders, price.
Trim line 328i
Drivetrain 230-hp, 3.0-liter sixcylinder; six-speed automatic;
rear-wheel drive
Major options Heated seats,
trunk pass-through, leather
seats, power lumbar, auto dim
mirror, iPod adapter
Tested price $49,525
THE 3-SERIES LINE Body style convertible, coupe, sedan, wagon ■ Drive wheels rear or AWD ■ Trim lines 328i, 328xi
335i, 335xi ■ Engines & transmissions 3.0-liter 6 (230 hp), 3.0-liter 6 twin-turbo (300 hp); 6-speed manual,
6-speed automatic ■ Base price range $32,400-$49,100
BMW 328i
The convertible version of the 3 Series
gives up very little in terms of the driving experience. The body is free of the
flex typical of convertibles, and the 328i
is agile and fun to drive, with a strong
and smooth powertrain.
Like the 3 Series sedan, the convertible has a supple, well-controlled ride
and sporty handling. The cabin is well
finished and quiet, but the back seat
and trunk space are very tight. The
heavier convertible takes nearly 1 second longer than the sedan to accelerate
from 0-60 mph, and its overall fuel
mileage is 2 mpg worse. Crash-test results are not as good as for the fourdoor, but reliability of the convertible
has been much above average.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
The BMW has a sporty feel. The ride
is somewhat firm at low speeds, but the
LATE CHANGE BMW only recently
added hard tops to its convertibles.
Earlier 3 Series models had a soft top,
and the higher-end 650i still uses one.
328i absorbs bumps well, and the ride is
steady and composed at highway speeds.
The structure remains solid whether the
steel top is up or down, and the BMW is
quiet inside, especially for a convertible.
Road noise is more noticeable than in the
sedan, but wind noise is no worse.
Steering is quick, provides excellent
feedback, and is nicely weighted, making
the BMW fun to drive with minimal body
lean. On the track, our 328i was stable
with good grip and it posted a good speed
in our avoidance maneuver.
Powered by a 3.0-liter, 230-hp sixcylinder engine matched with a six-speed
automatic transmission, the 328i provides
strong, smooth performance. But it weighs
400 pounds more than the sedan, which
hurts both fuel economy and acceleration.
We recorded 21 mpg in mixed driving on
premium fuel.A six-speed manual transmission is also available.
Braking: short stops in
dry conditions; not as
impressive in the wet.
Headlights: xenon lights
shine a good distance,
with excellent intensity on
low and high beams. But
there is a sharp cutoff.
Visibility: rear-seat head
restraints block view
behind. Small side mirrors.
Access: doors feel heavy
but open wide; rear-seat
access is tight.
Cabin storage: modest;
long reach to the cup holders, console compartment
can be heated or cooled.
Head restraints: tall
enough front and rear to
reduce injury; rollover bars
deploy behind rear seats
for added protection.
Child seats: front- or rearfacing seats should prove
secure, but space is tight
and there are no top tether
anchors. LATCH anchors
are easy to access.
INSIDE THE CABIN
The interior uses mostly high-quality
materials that fit together well. The convertible top is nicely lined, with mechanical components covered. But the cup
holders feel flimsy.
Most drivers were comfortable in the
328i, aided by a steering wheel that tilts
and telescopes. Head and leg room are
adequate for taller drivers, and the front
seats are supportive. But the seating area
is narrow, and the center console intrudes
on leg room for some. Things are worse
for rear-seat passengers, with inadequate
head or leg room for adults.
Instrument displays are clear, but
some drivers complained that the thick
steering wheel blocked gauges somewhat. Even without the frustrating iDrive
that comes on navigation systemequipped models, some controls are still
needlessly complicated. Starting the car
involves inserting a fob in a dashboard
slot and then pressing a button. Radio
controls are also unduly complicated.
Window and mirror switches are a reach,
and the cruise control stalk is easily confused with the directional signal.
The power top can be raised or lowered in 25 seconds. With the top down,
wind buffeting is well controlled even
without an optional wind deflector.When
down, the roof takes up most of the trunk,
leaving scant room.
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T E ST E D V E H I C L E
HIGHS Relatively quiet for a
soft top, fuel economy, IIHS
crash-test results.
LOWS Reliability, stiff ride,
rear-quarter visibility.
Trim line 2.0T
Drivetrain 210-hp, turbocharged,
2.0-liter four-cylinder; five-speed
automatic transmission; frontwheel drive
Major options heated seats,
premium audio system
Tested price $42,505
THE 9-3 LINE Body style convertible, sedan, wagon ■ Drive wheels front or AWD ■ Trim lines 2.0T, Aero,
SportCombi 2.0T, SportCombi Aero, Turbo X ■ Engines & transmissions 2.0-liter 4 turbo (210 hp), 2.8-liter
V6 turbo (255 hp), 2.8-liter V6 turbo (280 hp); 6-speed manual, 5-speed automatic, 6-speed automatic
Base price range $28,080-$45,640
Saab 9-3
The Saab 9-3 doesn’t stand out among
sports sedans, but the pleasant convertible version is more competitive.The turbocharged four-cylinder engine is lively
and smooth, and handling is secure if not
particularly agile. The ride is on the stiff
side, but the body has little flex and wind
buffeting is not excessive with the top
down. With the well-insulated fabric top
up, the Saab is quieter than some hardtop convertibles. Like others in this
group, rear-seat room is tight but two
adults can fit in a pinch.The 9-3 convertible is an IIHS top safety pick, but its reliability has been below average.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
The Saab’s ride is fairly stiff, with pronounced kicks over bumps. But things
improve at highway speeds. Wind and
road noise can be heard in the cabin but
46
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M AY 2008
INSIDE THE CABIN
Fit and finish is a mixed bag with the
9-3.The interior is assembled with mostly
Braking: short, controlled
stops in wet or dry
conditions.
Headlights: halogen low
beams don’t reach sufficient distance; high beams
are somewhat better.
Visibility: good to front
and sides; convertible
top creates blind spots
to rear sides.
Access: easy in front,
tight in rear.
Cabin storage: moderate,
but large glove compartment can be cooled.
EASY OPEN The well-insulated top
of the 9-3 opens quickly at the push of
a button. It can be operated at speeds
up to 20 mph.
C O N S U M E R R E P O RT S
levels aren’t objectionable. The soft top
lets in more noise from passing cars than
some hard-top convertibles. While not
particularly sporty, the 9-3’s steering provides decent feedback and body lean is
well contained. Cornering limits are not
particularly high, but the Saab was secure while posting a modest speed in our
avoidance maneuver.
A nice combination of performance
and economy is provided by the 210-hp,
turbocharged, 2.0-liter, four-cylinder engine. Paired with a smooth-shifting fivespeed automatic transmission, our Saab
returned 24 mpg in mixed driving, but
with premium fuel. The standard transmission is a six-speed manual.
•
Head restraints:
adjustable and locking
front and rear. Fronts are
active and move forward
in a crash. Pop-up rollover
bars are mounted behind
rear restraints.
Child seats: rear-facing
infant seats are difficult
to secure. Recessed lower
LATCH anchors can be
awkward to reach. The
Saab has top tether
anchors even though
they are not required in
convertibles.
Expert • Independent • Nonprofit
nice looking materials and the seats are
covered in supple leather. But the turn
signal, wiper levers, and steering wheel
adjuster feel flimsy, and some panel gaps
are large. The convertible top is nicely
lined and its mechanism is covered. But
the soft top has large fabric pillars that
create blind spots to the rear.
The 9-3’s seating position is narrow,
and the center console intrudes on
some drivers’ legs. Head room is good
even for tall drivers, and the tilt-andtelescope steering wheel helps find a
comfortable position. The front seats
have good lateral and lumbar support,
but some felt the cushions were too
soft. The seats in the pricier Aero version are more supportive. Rear leg
room is tight. The front passenger seat
manually slides for access.
Gauges are easy to read, but some
drivers complained of reflections from
the dashboard trim on the windshield. A
unique feature is a switch to darken all
instruments except the speedometer at
night. The controls are simpler than on
older 9-3s.We didn’t care for the consolemounted ignition switch. It’s a long reach
to the mirror controls.
The top opens in 20 seconds. Unique
in this group, it can be operated at
speeds up to 20 mph, which is good if
you run out of time when operating the
top at a traffic light.
T E ST E D V E H I C L E
RECOMMENDED
HIGHS Curtain air bags,
quietness, IIHS crash-test results.
LOWS Sluggish off the line,
stiff ride, rear seat, wind buffeting with top down.
Trim line T5
Drivetrain 227-hp, 2.5-liter
turbocharged five-cylinder; fivespeed automatic transmission;
front-wheel drive
Major options Metallic paint,
heated seats, leather, auto dim
mirror
Tested price $43,880
THE C70 LINE Body style convertible ■ Drive wheels front ■ Trim line T5 ■ Engine & transmissions 2.5-liter 5 turbo
(227 hp); 6-speed manual, 5-speed automatic ■ Base price range $39,240
Volvo C70
Volvo’s convertible offers a well-finished
hard top, a sleek interior with impressive
fit and finish, and many safety features,
including side curtain air bags, which is
atypical for a convertible. But there’s a lot
of wind buffeting with the top down and
notable body shake. It’s sluggish from a
stop, the ride is stiff, and it’s not very
agile. Interior space is tight, with a tiny
rear seat. However, the IIHS rates this
convertible a top safety pick, and reliability has been average.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
The Volvo’s ride is stiff, with pronounced kicks reaching the cabin. It
jiggles over bumps, and chassis flex is
noticeable when the top is down. But the
C70 is relatively quiet, with suppressed
wind noise. Road noise is notable on
rough surfaces, and the engine sounds a
bit raspy. Handling is sound if not partic-
ADDED PROTECTION The C70 has
curtain air bags that provide full
side crash protection, which is a rare
safety feature for convertibles.
ularly agile, with somewhat pronounced
body lean. Although it’s weighted on the
light side and not particularly quick, the
steering has a reasonable amount of
feedback. On our test track, the Volvo felt
secure and predictable, helped by stability control, but it posted a modest speed
in our avoidance maneuver.
Powered by a 227-hp, 2.5-liter, turbocharged five-cylinder engine paired
with a five-speed automatic transmission, the C70 provides decent performance. But it is sluggish at low revs, which
can make the car feel a bit lethargic. We
recorded 21 mpg in mixed driving on regular fuel. A six-speed manual transmission is standard.
INSIDE THE CABIN
The most distinctive interior feature is
light blond wood running down the center stack and console. Evocative of mod-
Braking: short, wellcontrolled stops in wet
or dry conditions.
Headlights: halogen
low beams provide
good illumination and
intensity; high beams are
very good.
Visibility: somewhat
limited due to thick pillars,
low rear window, and high
head restraints.
Access: heavy doors don’t
open very wide, and the
low roof hinders access.
Rear access is tight.
Cabin storage: moderate.
Head restraints: tall
enough front and rear to
reduce injury. Rollover
protection bars deploy
behind the rear seats.
Child seats: safety-beltmounted seats might be
difficult to secure. Rearseat space is tight for
rear-facing seats.
Recessed LATCH anchors
can be difficult to reach.
No top tether anchors.
ern Scandinavian furniture, it was well
liked. The wood, like the rest of the interior, is well finished. The seats are covered in textured leather and the cabin
features rich materials that fit well together. But the console design robs the
cabin of storage space.
Well-padded, comfortable front seats
provide good support but are on the
small side. Both leg and head room are
sufficient for tall drivers. The steering
wheel tilts and telescopes, but the foot
well is somewhat narrow. The rear seat
is extremely cramped, with insufficient
head and leg room.
Gauges are clear, but the radio display
washes out in bright sunlight. Controls
are mostly simple, with clever anatomic
pictograms for controlling climate airflow.
Many small buttons are crammed tightly
together on the center dashboard, making it hard to pick at a glance. Steering
wheel and seat lumbar adjustments are
hard to reach.
The top can be lowered in 30 seconds.
The C70 comes with a fabric cover for use
in an emergency, in case the battery goes
dead with the top down. A wind deflector
is available as a dealer accessory and
would probably be a good idea. The C70
drew more complaints for buffeting than
some others in this group. A useful feature lifts the folded top to allow access to
the deep trunk’s contents.
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T E ST E D V E H I C L E
HIGHS Ride at low speed.
LOWS Agility, noise, turning
circle, rear access, fuel economy,
fit and finish, reliability, IIHS
crash-test results.
Trim line GT Convertible
Drivetrain 222-hp, 3.9-liter V6;
four-speed automatic
Major options Power heated
leather seats, remote start,
adjustable pedals, automatic
climate control, 18-inch
alloy wheels
Tested price $32,660
THE G6 LINE Body style convertible, coupe, sedan ■ Drive wheels front ■ Trim lines Base, GT, GXP
Engines & transmissions 2.4-liter 4 (164 hp), 3.5-liter V6 (217 hp), 3.5-liter V6 (219 hp), 3.9-liter V6
(222 hp), 3.6-liter V6 (252 hp); 6-speed manual, 4-speed automatic, 6-speed automatic
Base price range $18,255-$29,910
Pontiac G6
Pontiac’s four-seat convertible is the least
expensive model in this group with a retractable hard top and a rear seat that can
accommodate two adults in a pinch. The
low-speed ride is pretty good, the driving
position is roomy, and acceleration is brisk.
However, the G6 has an unsettled ride and
it lacks agility. The car also creaks and
groans constantly. Interior fit and finish is
subpar, rear access is extremely difficult,
and the trunk lid is heavy. Reliability has
been much worse than average.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
At low speeds and on smooth highways,
the G6 is steady, but it loses composure on
secondary roads, with frequent body
motions. The powertrain is quiet but the
chassis and roof have many rattles and
squeaks, especially in cold weather.
The steering is reasonably weighted
48
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M AY 2008
INSIDE THE CABIN
The leather seats are well finished
and trim panels are nicely padded, but
Braking: pedal feel is
spongy and lacks
feedback.
Headlights: halogen
lights provide good
illumination and intensity,
but the low beams have
an uneven pattern and a
sharp cutoff.
Visibility: good overall,
but impeded by broad
front roof pillars and a
high rear deck.
Access: rear access is
very difficult.
Cabin storage: moderate.
BLOCKED PATHWAY The G6 can fit
two adults in the rear, but it’s tight
on space and the front safety belts
make access difficult.
C O N S U M E R R E P O RT S
and provides some feedback, but the
G6’s body leans noticeably while cornering. When pushed to its limits, the
G6 wants to plow straight ahead with
considerable body lean. The standard
stability-control system kept the car
secure in our handling tests, but it managed only a modest speed through our
emergency avoidance maneuver.
Our car came with the Sport package,
which includes a 222-hp, 3.9-liter V6.
That engine delivers lively acceleration
and the four-speed automatic transmission shifts smoothly.A smooth 3.6-liter V6
engine is available in the G6 sedan, but
not in the convertible.We got only 18 mpg
overall on regular fuel.
•
Head restraints:
restraints are sufficiently
tall in both the front and
rear for adequate
whiplash protection.
Child seats: some rearfacing infant seats might
not fit in the G6 at all.
We found it difficult to
securely fit rear-facing
seats using either safety
belts or the LATCH
anchors. There are no
top tether anchors and
LATCH anchors are
difficult to access.
Expert • Independent • Nonprofit
some visible gaps and mold lines mar the
effect. Some switchgear feels flimsy and
the trunk looks unfinished, with lots of
exposed wiring and linkages.
There’s plenty of space in the G6’s
cockpit. The tilt-and-telescope steering
wheel and power-adjustable pedals help
drivers find a good position. The shoulder belt anchor was too low for some of
our drivers.
The front seats have a well-shaped
back rest.The seat cushion feels comfortable at first but its support gives way with
time.The adjustable lumbar is a welcome
feature, but some drivers wanted more
lower-back support.
Bucket seats in the rear can accommodate two adults but space is limited,
especially knee room. Rear passengers
have to navigate themselves over the
extended front safety belts to get in and
out of the car.
Most of the G6’s controls are logically
placed and simple to use. The trip computer and other vehicle settings are
integrated in the radio, making them
awkward to use. The climate control system works well.
The power hard top folds away or
seals the cabin in about 40 seconds. The
trunk lid is heavy and there’s no handle
to close it with. The trunk is spacious
with the roof up but very small with the
roof down.
T E ST E D V E H I C L E
HIGHS Acceleration,
transmission.
LOWS Ride, noise, poor
visibility, turning circle, driving
position, rear seat and access, no
stability control for the Spyder,
fit and finish, weak high beams.
Trim line GT Spyder
Drivetrain 260-hp, 3.8-liter V6,
five-speed automatic
Major options leather, automatic
climate control, power seat,
heated seats, wind deflector
Tested price $35,513
THE ECLIPSE LINE Body style 2-door hatchback, convertible ■ Drive wheels front ■ Trim lines GS, GT, SE
Engines & transmissions 2.4-liter 4 (162 hp), 3.8-liter V6 (260 hp), 3.8-liter V6 (263 hp); 5-speed manual, 6-speed
manual, 4-speed automatic, 5-speed automatic ■ Base price range $19,999-$28,599
Mitsubishi Eclipse
The Eclipse Spyder’s sporty impression is
only skin deep.While acceleration is quick
and handling seems agile at first, our tests
exposed diminished handling capabilities.
Its awful visibility, intrusive noise, harsh
ride, vestigial back seat, and wide turning
circle are constant annoyances.While the
Eclipse scores too low for us to recommend it, its reliability has been average.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
On the road, the Eclipse’s suspension
pummels you constantly with rubbery
impacts. Even on the highway the ride is
jittery. Excessive wind and road noise
also make driving the Eclipse Spyder a
very loud experience.
In routine driving, the stiff suspension, quick steering, and minimal body
lean give the illusion that the handling is
responsive. But corner harder and the
Eclipse begins to plow ahead prema-
BLIND ZONE The Eclipse Spyder’s
massive fabric convertible top
creates poor rear visibility—among
the worst we have found.
turely. The rear can abruptly slide out,
which reduced driver confidence in our
avoidance maneuver. Stability control is
not available on the Spyder.The wide 43foot turning circle makes parking a chore.
Strong acceleration is delivered by the
260-hp, 3.8-liter V6 engine. It also provided a loud exhaust bark that some drivers liked and others found tiresome. At
full throttle, the shriek is piercing. We got
19 mpg overall on premium fuel.
The five-speed automatic transmission
is smooth and responsive. A 162-hp, 2.4liter, four-cylinder engine and a six-speed
manual transmission are also available.
INSIDE THE CABIN
The interior is solidly constructed,
but lots of hard plastics and obvious
mold lines make it look cheap. The front
seats are nicely finished in perforated
leather and the cloth top is nicely lined.
Braking: distances
are very good in dry
conditions, but longer on
wet pavement.
Headlights: The lowbeam halogen headlights
provide adequate
illumination. The highbeam lights, however, are
among the weakest we
have experienced.
Access: entry and exit are
awkward with low seats
and a low roofline.
Cabin storage: limited to a
moderate glove box and
deep console.
Head restraints: the
front head restraints are
tall enough to protect
passengers in a rear
collision, but there are no
restraints in the rear.
Child seats: rear-facing
infant seats prove difficult
to secure and won’t fit
to allow front-seat
occupants enough room.
There are no top tether
anchors.
Most drivers had plenty of room, although tall drivers found that their right
leg rubbed the emergency brake lever.
The steering wheel tilts but does not telescope. Visibility is horrible in all directions. The low windshield header leaves
the sun visors at eye level for taller drivers, who have to crane their necks to look
at overhead stoplights.Windshield pillars
are very thick. Rear visibility is even
worse. The tiny slit of a rear window
leaves a huge blind zone behind the car,
and the soft-top creates another huge
blind area at the rear quarters. Side mirrors that are mounted too far back on the
doors don’t make things better.
The front seats are supportive, but the
aggressive side bolsters push in at the top
of the shoulders. The rear seat isn’t adequate even for children. The Eclipse is
essentially a two-seater with some storage behind the front seats.
Small gauges with tiny lettering set deep
within dashboard tunnels are hard to read.
The driver’s hands and the top of the steering wheel also block parts of the gauges.
Most controls are easy to use, though the
climate controls are mounted too low.
The Eclipse’s power soft top is the
only one in this group that must be unlatched manually from the windshield
before it is lowered. Wind isolation with
the top down is decent. The top raises or
lowers in 20 seconds.
M AY 2008
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w w w. ConsumerRepor ts.org 49
T E ST E D V E H I C L E
HIGHS Powertrain, controls,
trunk space.
LOWS Ride, handling, braking,
seat comfort, noise, fit and finish.
Trim line Limited
Drivetrain 235-hp, 3.5-liter V6;
six-speed automatic
Major options Heated seats,
automatic climate control, remote
start, heated/cooled cup holder,
electronic stability control, satellite
radio, retractable hard top, 18-inch
alloy wheels
Tested price $37,030
THE SEBRING LINE Body style convertible, sedan ■ Drive wheels front ■ Trim lines LX, Touring, Limited
Engines & transmissions 2.4-liter 4 (173 hp), 2.7-liter V6 (186 hp), 3.5-liter V6 (235 hp); 4-speed automatic,
6-speed automatic ■ Base price range $18,690-$32,055
Chrysler Sebring
Much like the sedan on which it is based,
the Sebring is a mediocre convertible.
On the plus side, it has a relatively roomy
rear seat and trunk, easy-to-use controls,
and in Limited trim it has a strong powertrain. But the Sebring’s handling is
clumsy, the ride is unsettled, the front seats
are uncomfortable, and the body groans
and squeaks.The convertible comes with
either a power folding hard top or a fabric
top. Reliability for this new model is not yet
known, but it scores too low to recommend.
HANDLING, RIDE, AND POWERTRAIN
MORE TEST FINDINGS
An unsettled ride and chassis flexing
are pronounced whether the Sebring’s
top is up or down. All those body motions
generate constant squeaks, and cold
weather makes them worse. Wind noise
is particularly loud on the highway.
Handling is clumsy, with pronounced
50
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M AY 2008
INSIDE THE CABIN
The Sebring’s powered hard top raises
and lowers with the press of a button on
the dashboard or from the key fob. The
Sebring’s top takes about 35 seconds to
open or close.
Braking: long stopping
distances.
Headlights: halogen lights
provide good illumination
and intensity but the low
beams cut off too sharply
at the top.
Visibility: impaired by a
low windshield header,
wide roof pillars, and a
small rear window.
Access: front access is
easy, but rear access can
be a chore.
Cabin storage: modest;
unique heated and cooled
FIXED BELTS Safety belts integrated
into the front seats take away a hurdle
for rear access, but you can’t adjust
their anchor height.
C O N S U M E R R E P O RT S
body lean, and steering is vague and slow.
When pushed to its cornering limits, the
Sebring exhibited understeer, plowing
early into corners, and it quickly reached
its limits of tire adhesion. It managed only
a low speed in our avoidance maneuver
test, on par with some larger SUVs.
Ample performance comes from the
235-hp, 3.5-liter V6 engine. Expect 19 mpg
in mixed driving on regular fuel.
The six-speed automatic transmission
is neither as quick nor as smooth as most
six-speeds. Stopping distances were a bit
long with a soft pedal feel.
•
cup holder in front.
Head restraints:
restraints are sufficiently
tall front and rear to
prevent injury from a
rear collision.
Child seats: rear-facing
child seats might be hard
to secure, but there is
enough space. Top tether
anchors are available but
hooks cannot be attached
correctly. Lower LATCH
anchors are deeply
recessed and hard to
access.
Expert • Independent • Nonprofit
Large, uneven gaps and rough edges
in the dashboard trim make the Sebring’s
interior look unfinished.The interior also
abounds in hard plastic. When opened,
the trunk exposes lots of wiring and roofmechanism components.
In the Sebring’s cockpit, there’s a
high seating position and plenty of
room for most drivers. The tilt-andtelescope steering wheel helps drivers
find a good position. However, the left
foot rest is ill defined, and wiring just
above it can be kicked by your shoe.
Some drivers found the seat-mounted
shoulder belt to be too low.
The Sebring has wide, well-padded
front seats, but they don’t offer much lateral support, and some felt the cushioning was too squishy. It’s easy to slide
around the slick leather upholstery of the
seats while cornering. The lower-back
lumbar adjustment proved insufficient
for some.
Accessing the rear is difficult because
the front seats don’t scoot forward. As
with some of the other cars in this group,
there is a slow-motion front-seat power
adjuster to let in rear passengers. The
rear seats are low, head room is tight, and
there’s barely enough leg room for adults.
The Sebring’s controls are easy to find
and use, but the gauges lack contrast and
are marred by reflections that can make
them difficult to read.
compare
performance specifications safety
BZ
BX BC BV
B
PERFORMANCE
Acceleration
0 to 60 mph, sec.
45 to 65 mph, sec.
Quarter-mile, sec.
Transmission
Routine handling
Emergency handling
Avoid. maneuver, max. spd., mph
Braking
From 60 mph, dry/wet, ft.
Headlights
COMFORT AND CONVENIENCE
Ride
Noise
Driving position
Front-seat comfort
Rear-seat comfort
Access
Controls and displays
Interior fit and finish
Trunk
PREDICTED RELIABILITY
Overall mpg
City/highway mpg
Type
Capacity, gal./Cruising range, mi.
Annual cost, 15K mi. at $3.00/gal.
SAFETY
FUEL
TRIM LINE
PRICE: BASE/TESTED
DRIVETRAIN
Engine
Transmission
Drive wheels
TIRES TESTED
Model & size
SPECIFICATIONS
RECOMMENDED
VOLKSWAGEN EOS
BMW 3 SERIES
SAAB 9-3
VOLVO C70
PONTIAC G6
Lux
$34,990/$35,829
328i
$43,200/$49,525
2.0T
$38,965/$42,505
T5
$39,240/$43,880
GT
$29,345/$32,660
2.0-liter Four (200 hp) turbo
3.0-liter Six (230 hp)
6-speed sequential
Front
Goodyear Eagle LS2,
size 235/45R17 97H
6-speed automatic
Rear
Bridgestone Turanza EL42
RFT, size 225/45R17 91H
Poor
VERSION TESTED
Fair
RATINGS
Excellent Very good Good
&X
&X
M AY 2008
&X
5-speed automatic
Front
Michelin Pilot HX MXM4,
size 235/45R17 94V
&X
3.9-liter V6 (222 hp)
4-speed automatic
Front
Goodyear Eagle LS2,
size P225/50R18 94T
&X
7.8
5.1
16.0
8.2
5.0
16.4
8.3
5.3
16.5
8.1
4.8
16.2
&Z
&
X
&
X
&Z
&
Z
&
X
&X
&
X
&
C
&X
&
X
&
C
&X
&
X
&
C
53.0
51.5
50.5
50.5
&X
&X
&X
&X
50.5
&X
135/144
134/150
132/142
133/143
136/151
&C
&C
&V
&C
&C
&X
&
C
&
X
&
X
&
B
&
C
&
Z
&
Z
&
V
&
C
&X
&
X
&
X
&
X
&
B
&
C
&
C
&
Z
&
B
&
Z
&C
&
C
&
X
&
X
&
V
&
C
&
X
&
X
&
V
&
V
&C
&
X
&
X
&
X
&
B
&
C
&
X
&
X
&
V
&
C
&C
&
C
&
X
&
X
&
V
&
C
&
X
&
C
&
B
&
B
21
14/31
premium
16.6/395
$2,240 @ $3.20/gal.
24
16/35
premium
16.0/415
$2,035 @ $3.20/gal.
21
13/33
regular
15.9/385
$2,180
18
12/27
regular
16.3/325
$2,540
Good
Good/NA
Marginal
NA/NA
NA/NA
Good
Marginal/NA
Poor
NA/NA
NA/NA
Good
Good/NA
Good
NA/NA
NA/NA
Good
Good/NA
Good
NA/NA
NA/NA
Acceptable
Marginal/NA
Marginal
NA/NA
NA/NA
std./no
no
std./no.
no
std./no
no
std./no
standard
no/no
no
NA
no/no
yes/no
NA
yes/no
yes/no
NA
no/no
yes/yes
NA
no/no
yes/yes
NA
no/no
yes/no
standard
standard
standard
standard
standard
standard
standard
standard
standard
standard
standard
standard
standard
standard
standard
174/71/57
102
36
5.0
3,580 (58/42)
885
2+1
1,500
178/72/56
109
37
4.0
3,900 (47/53)
880
1+1
NR
182/69/56
105
40
4.5
3,595 (59/41)
775
2+1
3,330
180/72/55
104
41
3.0
3,820 (56/44)
640
3+0
2,000
189/71/57
112
42
5.0
3,925 (59/41)
705
2+0
1,000
53.0
42.0
4.5
39.5
24.0
0.0
54.5
42.0
4.0
47.5
23.0
0.0
54.5
42.0
5.0
40.5
24.5
1.5
54.0
41.0
3.0
43.0
24.0
0.0
53.0
42.0
3.5
42.0
26.5
0.0
DIMENSIONS AND WEIGHT
Length/width/height, in.
Wheelbase, in.
Turning circle, ft.
Ground clearance, in.
Curb weight, lb. (% front/rear)
Maximum load, lb.
Luggage capacity, suitcases + duffles
Towing capacity, lb.
INTERIOR ROOM
Front shoulder room, in.
Front leg room, in.
Front head room*, in.
Rear shoulder room, in.
Rear leg room, in.
Rear head room*, in.
&Z
5-speed automatic
Front
Pirelli P6 Four Seasons,
size P215/55R16 97H
25
18/34
premium
14.5/405
$1,890 @ $3.20/gal.
CRASH TESTS
IIHS frontal offset
IIHS side with/without side air bags
IIHS rear
NHTSA front, driver/pass.
NHTSA side, driver/rear
AIR BAGS
Side, front/rear
Head protection
SAFETY BELTS
Center-rear belt
Adj. upper anchors, f/r
Pretensioners, f/r
ACTIVE SAFETY
Antilock brakes
Traction control
Stability control
C O N S U M E R R E P O RT S
2.0-liter Four (210 hp) turbo 2.5-liter Five (227 hp) turbo
7.9
4.9
16.2
* Above a person 5’9” tall.
52
RECOMMENDED
RECOMMENDED
•
Expert • Independent • Nonprofit
MITSUBISHI ECLIPSE
CHRYSLER SEBRING
GT
$29,599/$35,513
Limited
$31,670/$37,030
3.8-liter V6 (260 hp)
3.5-liter V6 (235 hp)
5-speed automatic
Front
Goodyear Eagle RS-A,
size P235/45R18 94V
6-speed automatic
Front
Bridgestone Turanza EL400
02, size P215/55R18 94T
&Z
&X
6.8
4.3
15.4
8.0
5.3
16.3
&Z
&
X
&
C
&X
&
C
&
V
51.5
&X
47.0
&C
135/149
145/159
&C
&C
&V
&
V
&
V
&
X
&
B
&
V
&
X
&
C
&
B
&
C
&C
&
C
&
C
&
C
&
V
&
C
&
Z
&
C
&
B
NA
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Good
Good/NA
Marginal
NA/NA
NA/NA
Good
Good/NA
Marginal
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std./no
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NA
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yes/no
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194/69/55
106
41
6.0
4,010 (57/43)
715
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2,000
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55.0
41.5
4.5
37.5
21.5
0.0
55.0
41.0
4.5
43.0
24.5
0.0
&X/&5
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