Despite Safety, Solid Shells Spoil Purity of Top-Down Driving by Mark Maynard on Creators.com

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Despite Safety, Solid Shells Spoil Purity of Top-Down Driving

Retractable hardtop convertibles are becoming the new standard for top-down driving, leaving traditional soft tops to appear drafty and unsafe.

Automakers like the marketability of a retractable hardtop because it can be sold as a four-season car. And its safety features are obvious. Miscreants can't slice their way into the car and there's substantial rollover and crash protection.

But selling a convertible on its safety is like trying to sell a motorcycle with a safety cage and training wheels for year-round use and protection.

Humbug. Motorcyclists are on two wheels because they don't want to be in a cage. And a convertible purist accepts the inherent dangers of a soft top.

There is something lost in the translation of fabric to steel in a convertible top. The concept is a compromise and sometimes in a compromise nobody gets what he or she wants. The exterior styling is challenged, trunk space is greatly constrained and occasionally the hard-shell convertible is better as a coupe.

I've spent time in the two new hardtop convertibles this season and also in the benchmark of the segment. Here's a look at the Infiniti G37, Lexus IS 350 C and BMW 335i. All are four-seat, rear-wheel drive, retractable hardtops with rear-seat pop-up roll bars. All the test cars were top-line models.

INFINITI G37

The Infiniti G37 has dreamy good looks with top down, but it, too, looks a little wide in the beam with the top up. But it will attract much attention with pricing. It is the least expensive of the three test cars, but with full-bodied luxury content.

Pricing starts at $44,715, which includes the standard powertrain of 325-horsepower, 3.7-liter V-6 and seven-speed automatic transmission. There's even the choice of a close-ratio, six-speed manual, which adds $50 to the MSRP.

I enjoy top-down driving and wanted to like the new G model, but the top-down air flow beat me up at speeds over 45 mph. And after the three-piece top is folded into the trunk, there is less than two cubic feet of luggage space, or a storage slot about the size of a briefcase. Weekend getaways should be to clothing-optional destinations.

There is a thrill to firing up a G37 and hearing the distinctive yowl of the V-6 and the basic driving elements of the car are good. The turning circle is tight, the steering weight ideal and sightlines are good even without the rearview backup camera, which is part of the substantial list of standard features. Also standard are Intelligent Key with push-button ignition, heated and cooled front seats and an adaptive dual zone climate control system that adjusts to maintain the temperature top up or down.

But the architecture has a couple of fundamental challenges. When a coupe roof is cut to form a convertible, there is loss of structural rigidity, but shiver me timbers, this chassis shudders and creaks like a wooden boat. And that's when the top is up.

A Nissan spokesman said the test car was a "preproduction" unit and that some elements of the new model were still being fine-tuned before the production models are sent to dealerships.

The car seems well soundproofed from the headliner to the seats, but road noise penetrates from below and on a concrete highway, the tire noise is over the limit for this class of tourer.

The G37 is a good cruiser on a balmy summer evening, but it's not for the serious convertible love affair.

SPECS BOX

2009 Infiniti G37 convertible

Engine: 325-horsepower, 3.7-liter V-6

Transmission: seven-speed automatic with manual shift mode and downshift rev matching; optional six-speed manual

Acceleration: N/A

Fuel economy: 17/25; 91 octane recommended

Rear legroom: 27.2 inches

Trunk space: 10.3 cubic feet, top up; 1.9 top down

Curb weight: 4,095 pounds

Length/wheelbase: 183.3/112.2 inches

Pricing: $44,715 base, test car with options, $47,965, which included the premium package, $3,250

Where assembled: Japan

BMW 335i

The BMW 3-series retractable hardtop is the benchmark of four-seat convertibles. At least it should be.

It has usable trunk space, the best air flow with the top down among the three I tested and a rigid platform. And then there's the driving experience that is pure BMW.

The hardtop styling isn't as gorgeous as the 3-series coupe, but the top-line 335i convertible test car was such a pleasing powerhouse that I could have cared less about what it looked like when the top was up. It's all about how it is behind the wheel.

I've always liked the previous generations of the 3-series convertible, but the soft tops were problematic. Sometimes the top wouldn't open, sometimes it wouldn't latch securely. I expect BMW hopes the retractable hardtop will solve those problems. But good luck with that, considering all the motors, hinges, sensors and relays.

The entry-level 328i, sold in two models with six-cylinder engines, starts at $45,375 for the 230-horsepower, 3.0-liter mated to a six-speed manual.

The six-speed Steptronic automatic is $47,250.

The 335i starts at $51,225; the six-speed manual test car was $59,420 with options.

The turbocharged, 3.0-liter, six-cylinder is breathless in its acceleration. And there is little impact at low speeds of turbocharger "lag." All turbocharged cars should be so smooth.

The manual transmission demonstrates the pleasure of driving a BMW. The shift lever moves easily through the gearbox, and the gear ratios are right for minimal shifts in town and low-rpm cruising on the highway. Hill-start assist uses the anti-lock brake system to hold the car for three seconds when starting on an incline.

The six-speed automatic is acceptable for the clutch-phobic, but they will miss out on why a BMW costs so much: the driver-machine relationship of timing, shift points and the subtle action of the suspension as the rear end tucks in for a corner. It's a concert that sends shivers and pulls a smile, for those who pay attention to those things.

This is the most expensive convertible in this group, but some of the price factors four years of free scheduled maintenance.

And there is upsell designed into the option packages. The Premium Package ($1,650) groups a digital compass in the rearview mirror, auto dimming outside and rearview mirrors, BMW Assist and lumbar support. Some auto-dimming outside mirrors are too dark for nighttime use, but the buyer who wants more lower back support gets them anyway. The buyer also has to pay $400 for iPod and USB media connections. How many BMW drivers don't listen to digital music devices?

Even with an as-tested price of nearly $60,000, I expect this car was ordered with the options preferred by most buyers. And while the turbocharged six-cylinder may not be necessary, I don't expect anyone who buys this car to get choked up with remorse and say: "I wish I'd bought the smaller motor."

SPECS BOX

2009 BMW 335i

Engine: 300-horsepower, twin-turbocharged, 3.0-liter, inline six-cylinder

Transmission: six-speed manual; optional six-speed automatic

Acceleration (0-60 mph): 5.5 seconds, manual; 5.7, automatic

Fuel economy: 17/26; 91 octane recommended

Rear legroom: 31.9 inches

Trunk space: 12.4 cubic feet, top up; 7.4 top down

Curb weight: 4,001 pounds; 4,023 automatic

Length/wheelbase: 180.6/108.7 inches

Base pricing: $51,525, including $825 freight charge; test car with options, $59,720

Where assembled: Germany

LEXUS IS 350 C

The Lexus IS convertible does a dramatic striptease that transforms a dowdy looking hardtop into a sexy, eager-to-please four seater.

Its top-down styling is concept-car chic, interrupted only by the mast-style antenna on the right hip and the satellite-radio "shark fin" stuck to the windshield header.

The new convertible comes in two trim levels, with two V-6 engines. The IS 250 C uses a 204-horsepower, 2.5-liter V-6 with six-speed manual or optional six-speed automatic. Pricing starts at $39,365. I tested the top-line IS 350 C, with the larger V-6 and six-speed automatic transmission with steering-wheel shifters. Its starting price is $44,815, and costs $51,650 with options. Extras included the Navigation package with 12-speaker Mark Levinson audio for $3,890 and Luxury package ($3,055), featuring perforated leather upholstery. And there are many F-sport performance accessories to dress it up, such as 19-inch forged wheels, a carbon-fiber engine cover and brake and suspension upgrades.

With the top down, this car is at least as rigid as the BMW convertible and maybe stiffer when the top is up. The cabin is so quiet and snug at highway speeds that it is easy to forget this is a convertible. And top down, the air flow is about as good as it gets for highway travel.

Rear visibility with the top up is a mere suggestion but forgivable because the car does so many things right. I like the driving position and the modestly sized instrument panel, which enhances sightlines over the hood and around the mirrors. The optional navigation package adds a rearview camera that overcomes parking issues when the top is up.

The Lexus convertible doesn't have the sporting claws of the BMW 335i, but it is quick to respond and feels light on its feet. At 3,880 pounds, its curb weight is the lightest of the lot and its turning circle is the best, too, at a remarkably tight 33.5 feet.

The Lexus also wins for most accessible trunk space. The available space is as wide as the trunk and deep enough to accommodate a modest bag of golf clubs or plenty of soft luggage for a weekend getaway.

The top action on this car seemed rougher than the others, but not unreasonable. It completes the open-close process in the now benchmark time of 20 seconds.

For those not ready to step up to the BMW price point, this Lexus, in either engine choice, looks good on everybody.

SPECS BOX

2009 Lexus IS 350C

Engine: 306-horsepower, 3.5-liter V-6

Transmission: six-speed automatic with steering-wheel shifters

Acceleration: 0-60 mph in 5.8 seconds

Fuel economy: 18/25 mpg; 91 octane recommended

Length/wheelbase: 182.5/107.5 inches

Rear legroom: 25.9 inches

Trunk space: 10.8 cubic feet, top up; 2.36 cubic feet, top down

Curb weight: 3,880 pounds

Pricing: $44,815 base, including $875 freight charge; test car with options, $48,845