The Competition
Subaru SVX
Subaru broke new ground for 1992, releasing the sleek, high-performance SVX luxury coupe as a replacement for its wedge-shaped XT6. Compared to the front- and 4-wheel-drive XT sports coupes, the SVX measured four inches longer in wheelbase and also in overall length. Sole powertrain was a 230-horsepower, 3.3-liter 24-valve flat-6 engine, linked to an electronically controlled 4-speed automatic transmission. Permanently engaged 4-wheel drive (all-wheel drive) was standard, as were antilock brakes and a driver's airbag. Standard equipment also included automatic climate control, power windows and door locks, a tilt/telescoping steering wheel, and an 80-watt audio system. SVX quickly became known for one distinctive feature: its "window-within-a-window" design. Most of the side glass was fixed in place, and only the unusual little window, mounted within the bigger pane, rolled up and down.
The Strengths Giorgetto Giugiaro styling; sumptuous leather interior; excellent driver visibility; broad torque band from the 3.3 liter boxer engine!
The Weaknesses A transmission that overheats with spirited driving; performance on par with the base models of the 300ZX, 3000GT and Supra.
Mazda RX-7
Launched as an early '93 model, the third-generation RX-7 adopted a back-to basics approach that was reminiscent of the original 1978-85 model. The convertible and the closed 2+2 coupe were gone, leaving a lighter, more-potent hatchback coupe with fresh styling. The rear-wheel-drive layout and 1.3-liter rotary engine were retained from the second generation, but twin turbochargers boosted horsepower to 255. Either a 5-speed manual or 4-speed automatic transmission could be installed. The RX-7's wheelbase was little-changed, but overall length shrunk by 1.4 inches. The car was 2.4 inches wider and 1.4 inches lower than before. Base curb weight dropped by some 190 pounds, compared to the old Turbo. A driver's airbag, all-disc antilock braking, and limited-slip differential were standard. The performance-minded R-1 option added dual oil coolers and body spoilers, but was not available with the luxury-oriented Touring Package. That option group included leather seats, a power sunroof, Bose speakers, and cruise controls in the steering-wheel hub.
The Strengths 50:50 weight distribution; excellent steering feedback, 2700 lb weight; fade resistant brakes; amazing turbo rush!
The Weaknesses Spartan interior, long-term turbocharged rotary reliability issues.
Toyota Supra
Toyota revived its sports car in the summer of 1993--more potent and far more costly than the 1986-92 generation. Sole body style was a 2-door hatchback coupe with 2+2 seating and a one-piece folding rear seatback. Toyota offered base and Turbo models. Both had dual airbags and all-disc antilock brakes. The Turbo also got traction control and a limited-slip differential, in addition to a firmer sport-tuned suspension. Both models could be equipped with an optional Sport Roof--a removable aluminum panel over the front seats. Power was supplied by a 3.0-liter dual-cam inline 6-cylinder engine. Base Supras ran 220 horsepower, while twin turbochargers gave the Turbo 320 horses. Base cars came with a 5-speed manual transmission; Turbos, a 6-speed. A 4-speed automatic transmission was optional on either model.
The Strengths Street racer styling; perfect handling and balance at the limit; amazing acceleration; smooth shifter action!
The Weaknesses Plain layout of the controls on the dash; top speed limiter on a Supra…c’mon Toyota!
Nissan 300ZX
Nissan redesigned its rear-drive sports car for introduction in spring 1989, adding a turbocharged model that fall. Two curvaceous body styles were offered: a 2-passenger coupe, and a 2+2 coupe with a small back seat. A 222-horsepower, 3.0-liter V-6 was standard in all models except the 300ZX Turbo, which came only in 2-seater form. Equipped with twin turbochargers and twin intercoolers (one set for each cylinder bank), the four-cam, 24-valve 3.0-liter engine developed 300 horsepower with 5-speed manual shift, or 280 horsepower when fitted with a 4-speed automatic transmission. Automatic also was available with the less-powerful engine. Turbos had intercooler inlets in the front air dam, a rear spoiler, Z-rated tires, and super HICAS (High Capacity Actively Controlled Steering) 4-wheel steering. That meant the rear wheels first turned slightly in the opposite direction from the front wheels, then in the same direction, to improve stability in fast lane-changes. Antilock braking was standard. Door-mounted front seatbelts could be left buckled, to deploy automatically. A T-top roof was standard on the Turbo model. Other 2-passenger coupes could have a fixed roof or the removable roof panels.
The Strengths Timeless styling; ergonomically sound interior; out-of-this-world performance!
The Weaknesses Poor rearward visibility; twitchy movement of the HICAS system at the limit; slight brake fade after serious hot-lapping.
Honda NSX
What some observers considered to be Acura's "Ferrari-fighter" went on sale in summer 1990, accompanied by considerable fanfare. Part of that fanfare had to do with price, because this new entrant from Honda's luxury division was the most expensive Japanese-brand car on the U.S. market. Because of its instant popularity,too, dealers began to sell them for more than sticker price. An all-out midengine sports car, the new NSX 2-passenger coupe had a body and suspension made of aluminum. Transversely mounted in the middle, between the seats and ahead of the rear axle, was an aluminum 3.0-liter V6 engine, with dual overhead cams and variable valve timing. All of the initial NSX coupes had 5-speed manual transmissions, and the V6 produced 270 horsepower. When a 4-speed automatic transmission arrived a few months later, the engine in that model dipped to 252 horsepower. An NSX could accelerate to 60 mph in a swift 5.6 seconds, according to its maker, and run a quarter-mile in 13.9 seconds. Acura intended to offer no more than 3000 cars per year in the U.S. market. Chassis features included a fully independent suspension, antilock all-disc brakes, traction control, Yokohama A-022 tires (205/50ZR15 in front and 225/50ZR16 out back) on forged aluminum wheels. Acura claimed to be the first manufacturer to offer electrically driven power steering, but it was available only on models with the automatic transmission. Standard equipment included a driver's airbag, leather upholstery, air conditioning, 4 speaker Acura/Bose stereo system power windows, power locks, a tilt steering wheel, and automatic climate control.
The Strengths Exotic mid-engine layout; great looks; endless rush of power once the variable valve timing kicks in at 5000 rpm.
The Weaknesses Semi-exotic price tag; evil dealer mark-up when the car was first launched; little torque in the low rpm ranges.
Mitsubishi 3000GT
Mitsubishi entered the sports-car arena with its new 2+2 sport coupe. The Dodge Stealth was mechanically identical. Base and midrange 3000GT models got a twin-cam, 24-valve 3.0-liter V6, rated at 222 horsepower. The flagship VR-4 had 4-wheel steering, permanent 4-wheel drive, and a twin-turbo engine with dual intercoolers that made 300 horsepower. The VR-4 came only with 5-speed manual shift, but others might have an electronic 4-speed automatic transmission. A driver-side airbag was standard. Four-wheel disc brakes were standard across the board, and antilock braking was standard on the SL and VR-4 (optional on base coupe).
The Strengths Leather interior that was second to none; well engineered AWD system that performed flawlessly; addictive rush of turbo power; predictable handling and progressive break-away at the limit.
The Weaknesses Notchy shifter action; 3700+ lb curb weight.
Flashback: For the sports car enthusiast, the mid to late 1980’s represented a period of limited choices for high performance hardware. The fastest reasonably priced options ranged from the 240 hp Chevrolet Corvette to the 247 hp Porsche 944 Turbo S – all other choices such as the Ferrari Testarossa, Lotus Esprit and Porsche 928 had asking prices on par with those of some luxury homes. At this time, the Japanese economy was booming and its six largest automakers – Subaru, Mazda, Toyota, Nissan, Honda and Mitsubishi – wanted to boost their international market share by proving to the world that they could build more than inexpensive, reliable economy cars. They all turned to their R&D departments to come up with the blueprints for supercars that could rival the best from the US, Germany, England and Italy…
Fast-Forward 5 years: By 1993, all six of these automakers have ‘halo’ cars that are well established in the western markets. Subaru’s SVX was an AWD Grand-Touring cruiser with 230 hp and exotic styling penned by Giorgetto Giugiaro of ItalDesign. Mazda’s RX-7 was a lightweight 2700 pound ‘go-cart’ with a 50:50 weight distribution, that utilized a turbocharged version of Mazda’s renowned 1.3 liter rotary engine producing 255 hp. Toyota’s MK IV Supra was a 320 hp twin-turbo street-legal race car with a rear spoiler that would be more at home on the Mulsanne Straight of Le Mans. Nissan’s reborn Z came ready for action, packing dual turbochargers, 300 hp and exterior styling with timeless proportions. Honda’s (Acura) Formula-1 derived NSX was an exotic, mid-engined two-seater that had an all aluminum unibody frame, variable valve timing, titanium connecting rods and 270 hp (updated in ’97 to 290 hp). Mitsubishi’s dazzling AWD 3000GT VR-4, with its Ferrari-esque exterior styling was the technological marvel of the group and was going through an update that year which would leave it with 320 hp, and 315 ft-lbs at an incredibly low 2500rpms.
The Japanese automakers were pulling no punches, and their onslaught on the US market sent their rivals scrambling to develop better and faster products – in 1992 Chevrolet updated its C4 Corvette to 300 hp – or near bankruptcy in the case of Porsche. Straight out of the factory these six cars came ready to dance, and each one – with the exception of the SVX – was capable of 0-60 runs in the high 4 to low 5 second range with top speeds ranging from 144 mph for the SVX to almost 172 mph for the NSX!
Unfortunately, due to a downturn in the Yen’s value, high insurance ratings and a shift in the automotive market from sports cars to SUV’s in the mid 90’s, each of these cars with the exception of the NSX, were discontinued by their respective manufacturers between ’95 and ‘99.
Today, we stand on the threshold of a second high performance invasion from the Land of the Rising Sun. Nissan’s 350Z is already on sale, while Mazda’s RX-8 is due out in the summer of 2003 with Toyota’s MK V Supra slated for arrival a year later. Mitsubishi and Subaru have shifted their focus to producing high performance rally cars and the Lancer EVO VIII and WRX STI are both due to arrive on our shores by the summer of 2003.
The Best of the Best*:
0-60
|
¼ mile
|
60-0
|
Skidpad
|
Top Speed
| |
| SVX |
7.2
|
15.4
|
112
|
.92
|
144
|
| RX-7 |
5.0
|
13.7
|
110
|
.98
|
163.0
|
| Supra |
4.6
|
13.1
|
115
|
.98
|
160
|
| 300ZX |
5.0
|
13.7
|
116
|
.95
|
165.0
|
| NSX |
4.5
|
12.9
|
111
|
.94
|
171.7
|
| 3000GT |
4.8
|
13.4
|
115
|
.95
|
159.1
|
Little known facts:
Subaru’s SVX was only offered with an automatic transmission as they had no manual shifter that could handle the engine’s torque. They later developed one that is used currently on the WRX.
Mazda’s RX-7 with it’s 1.3 liter turbocharged engine, has a 196 hp/liter ratio that is one of the highest ever for a production car (remember the magical supercar mark is regarded as 100!).
Toyota’s Supra has an actual horsepower rating of 326 in the American version and without its 155 mph limiter, the car would climb to over 170 mph!
Nissan’s 300ZX was also known as the Japanese Corvette and is regarded by many as being the second best Z ever built, behind the original 1970 240Z.
Honda/Acura’s NSX has a super light all-aluminum body frame that weighs a scant 462 lbs with doors, hood and deck lids installed (about a 40% reduction in weight over steel)!
Mitsubishi’s 3000GT has mid-engine styling that goes beyond mere looks. Between 1995 and 1999, Mitsubishi produced a limited number of two seat mid-engined GTO’s (Japanese name for the 3000GT) that were sold in Japan only as the GTO MR. The mid-engine layout didn’t improve acceleration (as the car uses an AWD layout), but greatly increased the car’s handling abilities at the limit. No exterior styling enhancements were needed for this change in the powertrain’s location.
Thanks to Chike Dellimore
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