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The ‘90s are almost over. One by one, the economy car-based coupes so en vogue last decade have fallen, and extinction is near. Among the deceased are the Subaru XT, Ford Probe, Mazda MX-6, Nissan 240SX, Plymouth Laser, Eagle Talon, Mitsubishi Eclipse (in spirit), Mercury Cougar, and Honda Prelude, and Toyota has already reserved a burial plot in the Celica's name.
What gives? On one hand, the natural selection of the fickle fashion world has redirected its spotlight toward trucks and SUVs. On the other, the explosion of much-faster, more genuine sports cars familiar to the PlayStation generation has made the old-timers simply unnecessary. So while Acura's RSX will remain the last man standing in the segment it practically invented, it's worth comparing it while there are still competitors to speak of.
Dead but redeemed - that mostly sums up the Celica's state. After spending 14 years as an increasingly dull sportster that retained a bit too much of its Camry heritage, the Celica rose up from the ashes for Y2K packing a punch into Acura's jaw. Toyota put the whole platform on a diet, raised the minimum wage to 140 horsepower on the GT, and upped it to 180 on the GT-S, reaching the technologically-prestigious 100-horsepower-per-liter mark. Those specs have not changed, nor has its arrangement of a front strut, rear control arm (or "double wishbone") suspension with stabilizer bars.
On paper, the Celica GT sounds suspiciously like an impractical, pricey Corolla. Superior rear suspension aside, similarities can be found in the engine, wheels, and ho-hum drum brakes. A 2005 Celica can be had for $18,185, but most people will pick the $800 automatic and the GT's $820 "Upgrade Package" (power windows/locks and cruise control), raising the tab to $19,805. Adding antilock brakes, side air bags, keyless entry, CD changer, alloy wheels, or the laughable $1,965 "Action Package" (body kit, spoiler, fog lights), just to name some options, can push it dangerously close to Subaru Impreza WRX territory without nearly approaching its performance.
The $22,850 GT-S is the model that gives the Celica line its distinction. The employment of a higher compression ratio and more sophisticated variable valve timing - Toyota calls it VVTL-i instead of VVT-i for adding variable valve lift - gives that 1.8-liter engine its 40-horsepower boost and raises the redline to 7,800 RPM in the process. Disc brakes go on the back and 16-inch wheels become an option; suspensions are identical. There is a difference in manual transmissions - the Celica GT-S gets a sixth gear - though the four-speed auto is common to both. As for other differences, the GT-S adds a leather steering wheel, drilled aluminum pedals, power windows/locks, cruise control, alloy wheels with performance tires, 6-disc CD changer. Its options list is long, with sunroof, leather, antilock brakes, spoiler, JBL sound system, 16-inch wheels, keyless entry, and side air bags yet to be added as individual options. Add them all and break through the $26,000 mark.
Basically, the Celica GT-S is an overpriced 1994 Acura Integra GS-R for the new decade. A 2,500-pound curb weight coupled with a small, screaming engine spells the formula for a very unique form of entertainment. With such modest torque, there's no ready supply of immediate speed, but with horsepower peaking at 7,600 RPM, there's always something to look forward to, such as the 6,000 RPM cam changeover point. The other upside is that the Celica acts like an economy car when it's not being raced. How does 28 MPG overall (unfortunately, on premium fuel) sound? Compromises aside, it's not every day you see a 0-60 time of 6.6 seconds and gas mileage of 28 combined in one car. The GT-S is also known to handle and brake quite well. The numb steering found on almost every other Toyota is thankfully absent here.
The downside is that the Celica only really makes sense as a manually-shifted GT-S, and therefore makes sense to few real customers. Choosing an automatic, as most people do, is a waste of the GT-S engine since the car will constantly be bumping its driver out of the engine's fun zone, though at least there are steering-wheel buttons for manual control. With limited back seat room and only four belts, it's not much of a passenger car either, though at least the hatchback opening can swallow large objects.
Seven generations of Celicas spread across 35 years come to their conclusion shortly. If you like Toyota's interpretation of Honda's game, this is your last chance.
Well, so much for the challenger; how's the champ doing? With sales of about 25,000 last year, it has 10,000 units on the Celica, though it also has an age advantage. To maintain freshness, the Acura RSX enters 2005 with a few changes to the styling, wheels, and engine, but it's mostly the same story as it was three years ago.
The story began as a complete overhaul of Acura's gray-haired Integra. The two 1.8-liter engines got replaced by 2.0 blocks, gaining 20 and 30 horsepower. The higher one still gets its advantage from Honda's VTEC valve timing. Actually, VTEC is found on both models now, but the base model only uses it on the intake side, while the Type S has it working on both the intake and exhaust end. The results? 160 horsepower against 210, partly thanks to a higher compression ratio, and a redline of 6,800 RPM against 8,100. The Type S also gets a higher final-drive ratio, a sixth gear, and needs to gulp premium fuel. Like the Celica, the RSX's suspension is made of struts in front and double wishbones in back; the Type S's 21mm rear stabilizer bar is slightly thicker (2mm) than the base model's. Tires were upsized this year to 205/55-16 (base) and 215/45-17 (Type S). Unlike the Celica, there is no brake stratification: all RSXs get discs with an antilock system.
At $24,140, the RSX Type S also enjoys standard leather, a titanium gearshift knob, a Bose stereo with CD changer and subwoofer, spoiler, and a funkier-looking exhaust. Gone are the days of $15,000 Integras; the price of the cheapest RSX is $20,745. Add $1,075 for leather and $900 for an automatic. This being Acura, no other options exist since they're already part of the deal.
That automatic is a five-speed with Honda's Sequential Sportshift feature for stick stimulation. But simulations have no place in the cockpit of true sporting machines, so Acura restricts the lazy from accessing its more potent engine by offering Type S with manual only. As in many Hondas, the engine is the RSX's strong suit. 105 horsepower per liter is nothing to sneeze at (the world record, also set by Honda, stands at 120), and even before this year's 10-horse boost, the RSX's 200 horses were enough to launch it to 60 in 6.1 seconds while delivering a reasonable 26 MPG on premium.
All RSXs should handle about the same, and compared to the car it replaced, some see this as a flaw. One common criticism of both the RSX and its platform basis, the Civic, is that the downgrade from double-wishbone suspensions to struts has dulled handling. The RSX's steering is still fast, and especially with its new 17-inch wheels, it can still grip the road, but in terms of excitement through feel, the RSX's handling trails the Celica's. The RSX is also another victim of a failed diet plan. 2,840 pounds for the Type S isn't terrible, but one of the charms of these cars is lithe response, which Acura seems to be gradually abandoning with each passing year. It used to be that the Integra beat the Celica in both speed and handling talent. Now it seems you must choose one or the other.
But there's always an alternative. Hyundai's role in the business world has not yet evolved past the role of discount Honda, and the Tiburon plays that part. Starting at $17,594 (low compared to RSX, less so against Celica), you do get a reasonable amount of car. Reflecting today's expectations, every Tiburon has power windows and locks, cruise, 6-speaker CD stereo, keyless entry, alloy wheels. Two simple option packages comprise the base model's shopping list. The first adds a 360-watt Infinity stereo (plus cassette); another adds a power moonroof on top of it. For $1,200 more, the $18,794 Tiburon GT adds a rear spoiler, 17-inch wheels, cargo net, and a 172-horsepower 2.7-liter V6 to replace the 138-horsepower, valve timing-equipped 2.0-liter 4. The GT adds the Infinity stereo but maintains the moonroof option package, then adds two more packages consisting of leather and antilock brakes. Hyundai is obviously more concerned with profits than safety by making a stereo, moonroof, and leather as prerequisites to antilock brakes, which would certainly cost less than the $2,446 it does in this bundle. The GT with the 6-speed shuffles things further, moving leather to the standard equipment roster and the moonroof to the options list, packaged with the antilock brakes. Sheesh. Five and six-speed manuals are available on the GT and a $900 4-speed automatic is optional on all models. The interior comes in any color as long as it's black.
Like the last Tiburon, this fresh-for-2003 model is based on the Elantra of its time. That means an upgrade to a multilink suspension in back, struts in front, stabilizer bars everywhere, and - what's this - disc brakes? What happened to the cheap, cheerful Hyundai we once knew? A 2004 6-speed Tiburon GT (the most comparable model) tops out at $22,135.
So do we have a bargain here, or is an RSX Type S $2,005 better? Is a Celica GT-S (matched for equipment with optional leather, sunroof, side air bags, keyless entry, JBL sound, ABS, spoiler, and 16" wheels) really $4,060 better? From a content perspective, the answers are no and not a chance, respectively. You may have to load up the Tiburon to match RSX content, but when you're done, you end up with all the same toys for $2,000 off. The Celica makes the double offense of starting out with less, then costing an extra arm, leg, and a couple of kidneys. And through it all, only the Tiburon has six cylinders firing.
Take the analysis past the paper and the choice becomes less clear, at least against the RSX. While the Celica can rest on its handling laurels (plus a great engine) and the RSX has its engine to brag about (plus great handling), what does Hyundai have to show? The stories of all who have driven one sound similar: the Tiburon has vague, uncommunicative handling with modest limits. It pounds over bumps - noisily - and its interior is stark. Despite having two more cylinders, the engine sounds flat and boring, and who can forget Hyundai's recent horsepower recall that dropped this V6's power rating to 172? 172 trails these rivals by 8 and 28, and is a none-too-high number for a 2.7-liter block. Weight for all V6 models is on the wrong side of 3,000 pounds, and as expected, the Tiburon is the only car with 0-60 acceleration on the wrong side of 7 seconds. Hyundai is finally using all the right parts, and is willing to back them up with excellent warranties, yet still stumbles in designing them to potential. If all this doesn't illustrate the importance of a driving before buying, what does?
Some cars belong, and some make do with looking like they belong. This third-generation Mitsubishi Eclipse debuted for 2000, based on the Galant for the third time. (The fourth arrives late in 2005.) Can Mitsubishi make a decent family sedan into a great sports coupe? It has before. But then, the old Galants were smaller, and engineers always took steps to installing go-fast parts as Eclipse-exclusive options.
So much for that policy. The most recent Eclipse is a made-over Galant, period; its source is 1999's car, not the fresh one. The platform, suspension, and engines are all shared, but delve enough into detail and discover that no two Eclipse models are identical. The Eclipse's horsepower stands at 147 on the ULEV-rated, 4-cylinder RS and GS. The V6-powered GT (premium fuel required) gets a nice, round 200, and the GTS gets blessed with 210 thanks to a higher compression ratio. A 5-speed manual is standard across the board, while all models except the RS get an optional "Sportronic" 4-speed automatic that can be shifted at will. The RS's automatic does without this feature. Wheels are 15x6 (15 inches in diameter, 6 in width) on RS, 16x6 on GS, and 17x6.5 on GT and GTS. The RS has no rear stabilizer bar, the GS's is 18mm, the GT and GTS's are 19mm. Those who live under cloudless skies also have the option of the top-dropping Eclipse Spyder, which comes as a GS or GT.
Equipment builds predictably. A 2004 Eclipse RS starts at $18,994, and at least includes air conditioning, a CD player, power windows and locks, and alloy wheels. The $20,044 Eclipse GS adds a rear-window antenna (replacing whip), leather steering wheel, keyless entry, cruise control, folding back seat, and a 10-way driver's seat. Most of the extra cash in the $22,244 GT goes to the extra cylinders, but also a few token items like fog lights, ground effects, and chrome exhaust tip. Finally, the $25,244 GTS gets a leather shift knob, alarm, rear wiper, 12-way power driver's seat, leather seats, a 210-watt, 7-speaker Infinity stereo, side air bags, and antilock brakes. The fancy stereo, leather, and sunroof are available as "Sun & Sound" packages on the GS and GT, but the safety features are, disturbingly, GTS-only items. Side air bags have been proven to make a life-or-death difference, and antilock brakes couldn't hurt. There are plenty of opportunities to be stingy; this probably isn't the best.
Nor is the Eclipse the best at what it advertises. A family sedan shrunken in length, dropped in height, ribbed-for-your-pleasure on the sides and placed in a fast-looking body, is still a family sedan. The Eclipse's styling may not remind onlookers of Galant genes, but the driver will never forget. The Eclipse is said to down the road ponderously and sedately, without drama. Not-too-eager steering, out-of-its-league weights, and ordinary sounds deserve some blame. These days, the Eclipse isn't so much a Celica as it is a Camry Solara dressed up as one. That's fine, but at least the Solara doesn't make pretensions it can't back up and retains passenger room for five, while the Eclipse is almost a two-seater as far as adults go. Why put up with impracticality for nothing in return?
Unless you're in love with the Eclipse's look, it probably makes the least sense. It's no more exciting than the Galant yet has all the drawbacks of a coupe. The Tiburon is on the cheap side, but all things considered, maybe it belongs there. The Celica is the sharp handler while the RSX is the fastest.
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