Like the interior, the engine bay sports Lexus-like mechanicals, including a version of the ES and RX 330's recently upgraded
 |
| The Solara's 225-hp 3.3-liter V6 is right out of the Lexus lineup. (Photo: Trevor Hofmann, Canadian Auto Press) |
3.3-L V6. Mated to that is the new 5-speed Sequential Multi-Mode automatic transmission, making this drop-top a fairly sporty package in a straight line, delivering 225 horsepower at 5,600 rpm and 240 lb-ft of maximum torque at 3,600 rpm to the front wheels. Torque steer, that tug on the steering wheel front-wheel drive cars display under full acceleration can be felt, but it's not bothersome. The 24-valve, DOHC engine features Variable Valve Timing with intelligence (VVT-i), two-stage Acoustic Control Induction, and Electronic Throttle Control with intelligence (ETCS-i), delivering snappy power delivery while improving fuel-efficiency and emissions. Along with the 5-speed automatic transmission with manual mode, new car is certified as an Ultra Low Emissions Vehicle (ULEV).
I can't say the convertible's handling is as impressive as its hardtop counterpart, despite its standard low-profile P215/55R17 all-season radials, as the car's chassis flexes much more than expected. I've driven a lot of convertibles lately, most being short-wheelbase models such as Chrysler's PT Cruiser Convertible and Crossfire Roadster, plus the BMW Z4, each wonderfully rigid even over rough roads. Audi's A4 Cabriolet and BMW's 3-Series Convertible are slightly larger than those just mentioned, but still fall short in size when compared to the Solara while offering better chassis response - for a lot more money of course. Truly, the only car that truly competes with the new Toyota in dimensions,
 |
| Due to body flex derived from its long wheelbase, the Solara convertible's handling falls short compared to some of its smaller drop top competitors. (Photo: Trevor Hofmann, Canadian Auto Press) |
price and target demographic is Chrysler's best-selling Sebring Convertible. The Sebring flexes awkwardly too, but no worse than this Solara. The Toyota was especially bad traveling quickly down the some of my city's bumpy streets, with shaking and shuddering vibrations that I can imagine will turn to rattles over time. I expect more from Toyota, but can appreciate how difficult it must be to exorcise such demons out of a car with such a long wheelbase. At lower speeds, however, the shake was reduced, and on smoother surfaces the flex seemed non-existent. Of course, I've driven from Vancouver to Quebec, California to New York, and Amsterdam to Cannes for that matter, and the smooth patches are almost always interspersed with bumps and dives, mostly made from pavement repairs. In other words, with ideal road surfaces difficult to find the Solara Convertible may prove unnerving to perfectionists.
