THUMBNAILS

W.A.J. Media Test Day '95

Once a year, the sinuous track at Sears Point becomes an accelerated testbed for most every production car currently available in the States. Sponsored by the writers' group Western Automotive Journalists, Media Test Day is a dawn-to-dusk shootout where more than 37 car companies come to line their wares up for back-to-back sampling at speed. This year, SCI selected 25 of the machines present that seemed worthy of some extra examination.

Although the track at Sears Point is far from flat, it does provide a level playing field: If a sports car is good here you can be sure it will cover itself with glory everywhere else. Conversely, the 2.5 miles of tricky corners and steep elevation changes immediately flush out any handling, braking or acceleration inadequacies. From my notebook, a look at this year's field of dreams - 25 cars that range from genuine contenders to gentrified pretenders. - Dave Colman

Acura NSX-T

The absolute star of the day, and blessed with the most perfect innate balance of any car at the track. Horsepower not enough for my taste, but also not enough to upset the chassis. Brakes beyond reproach, steering feedback perfect. Love the removable roof which prevents claustrophobia. Second fastest trap speed on the approach to Turn 7 (100 mph).

Audi 90 Sport Quattro

About to be replaced with A4. Excellent seating position and lateral support, but the torqueless engine requires a windup key to perform so what use are the seats? Handling hampered badly by all-season radials which squealed all the way around the track. Lots of dive under braking, but not enough power to incite squat under acceleration. I say bring on the replacement.

BMW M3

Still the absolute benchmark for sport-GTs. Power is good (not great), but the handling is nigh unto perfect. Tremendous turn-in accuracy and terrific lateral stability through the notorious Sears Point esses; any sports-car nut would be happy to live with this screamer on a regular basis.

Chevy Corvette LT1

Vastly improved seats and structural rigidity. Goodyear GS-C rubber isn't a dream on dry pavement despite the enormous contact patches of the Corvette's 17-inch wheels. Driven with ASR (traction control) disengaged, the tail is happy to lead into turns; with ASR back on the fun is over, though, as turn speeds slow to Hyundai rates.

Chevy Impala SS

Wanna play cop? At least I didn't return this one to the pits with the brakes on fire like last year's model. In truth, it offers
incredibly flat cornering stance, near Corvette power and brakes that aren't anywhere close to the task of stopping such a whopper at speed. And as for the church-pew seats and tree-mounted gearlever, why waste such a great undercarriage on a taxicab interior?

Chevy Camaro Z28

Transmission knob the size of a bowling ball and shift linkage out of a Sherman tank. Nice crush into comfy seat under acceleration, but the fun runs short when the Camaro lurches as you point it toward the apex of Sears' climbing turns. Indecisive wobble at moment of truth tends to spoil the illusion of stability, but treated with respect it's still an A-class ride at the track.

Chevy Cavalier Z24

Yet once more the Quad 4 resurfaces in econoracer form - this time in the handsomely turned-out Z24 - but the engine remains objectionably noisy without producing noticeable power. Shift linkage indecisive, handling too spongy: A long way to go before Neon coupe status is attained.

Chevy Monte Carlo Z34

About as far removed from Earnhardt's black mariah as you can get. Ridiculous polished seats pitch you into the doors at the first hint of a turn, power from the FWD drivetrain is nothing special and the handling is flat, lumpy and imprecise. A first-class poseur's ride.

Dodge Viper R/T10

Not a sports car but a hotrod: crude, twitchy, malevolent but invigorating. Makes your palms tremble at the prospect of driving it around Sears' hairier corners, but it changes directions phenomenally well when you muster the nerve to do so. Also changes directions on its own, alas. Highest trap speed of any car at Media Day: a comfy 105 mph at the approach to Turn 7.

Dodge Neon Sport Coupe

New twincam motor converts this once-placid performer into a mini-M3. Will embarrass most sports cars on twisty turns with its excellent and broad power curve, nearly neutral handling and nicely chosen (read close) gear ratios. ABS brakes are a big letdown, activating too quickly and producing offensive pedal patter, but otherwise a darn good piece.

Ford SVT Mustang Cobra

Felt far stronger than the Z28 in a straight line despite lower claimed output, also more predictable when pointed into a turn. More muscular stance all around the racetrack than anything else with four seats; in short, if you can live with the butt-ugly dash the SVT is a canyon-basher's delight. Brakes superb, with ideal pedal modulation and loads of stopping power.

Honda Prelude VTEC

Not expecting much from this svelte and aging coupe, but pleasantly surprised by the beautiful gearchange, composed handling and sparkling engine. Really motors away from the competition in a racetrack environment. Thoroughbred status derives from good tires and years of competition in IMSA and SCCA showroom stock events: breeding shows.

Honda Del Sol VTEC

The first del Sol that approaches anything like the confidence level of the late, lamented CRX. Extremely short-throw gearbox is connected to a motor apparently without redline; this combo makes for lots of fun at the track as you snick from one cog to another while winding the VTEC over eight grand. Couldn't get this go-kart unglued and the steering is precise to formula-car standards. Adhesive suspension is also compliant enough to soak up bumps and berms without protest. Another pleasant Honda surprise.

Jaguar XJS Convertible

Know what? The overwrought Jag feels almost identical in response and go-power to - perish the thought - Chevy's Impala SS. Similarity stops there, of course; the Jag has a big edge in brakes and poise. Can be provoked into graceful 4-wheel drifts, but there's so much squat it planes like a speedboat. Also, how do they manage to confine the Connolly hide smell to the inside of the cabin with the roof down going 90 mph?

Mazda Miata M-Edition

Feels vulnerable and naked on a race course without a rollbar. Chances of inversion are nil, however, thanks to the uprated BBS wheels and stickier 15-inch rubber. Chassis feels like it could comfortably handle an additional 20 bhp, while wind and exhaust noise increase the speed sensation beyond reality. Safe, manageable and slow.

Mazda RX7

Twitchier than a facial tic but quick enough to entertain you long after the payment booklet runs out of leaves. Initial throttle response startlingly good, but then the rotary runs out of steam as the revs build. Lots of shifting required to keep it on full boil but well worth extra effort; Mazda shares the fast time of the day with the Corvette, Viper, NSX and Porsche Carrera.

Mercedes-Benz C36 The revelation of Media Day: Though not as quick on straights as its predecessor (the Porsche-bred 500E), the AMG suspension more than compensates for any lack of straightline speed. So accomplished at turn-in, transient maneuvers and constant-state cornering it made me feel like Klaus Ludwig. Not quite as lively as the M3 but more substantial in appointment and demeanor: The best executive hotrod Mercedes has ever imported to North America.

Mitsubishi Eclipse GSX

Gallingly disappointing on the track. Steering feels disconnected, grip not particularly high and the power only so-so. This one's a better street car than a track car, despite all the Archer Brothers' successes. Laggy delivery, wishy-washy controls and the four driven wheels each answer to their own schedule of adhesion, leaving the driver constantly puzzled about just what's going on down there at the contact patches.

Mitsubishi 3000GT VR4

Didn't expect much from this colossus of technology, but the racetrack proved its mettle. The Active Aero spoiler popped into view as I gathered speed in pit lane, and by the time I was cresting the steep hill at Turn 2 the VR4 was hunkered down and glued to the pavement with a fervor that belies its clumsy appearance. The twin-turbo's gobs of power are easily controlled by all-wheel traction, and aside from slightly overboosted steering the feedback is otherwise unmuffled to the driver. Should serve as role model for redo of the Eclipse.

Mitsubishi Galant LS

A shining example of how a few simple, legal modifications can transform an otherwise prosaic sedan into a legitimate bargain Q-ship. Eibach spring kit, upgraded antiroll bars, aftermarket 16-inch wheels and removing the air cleaner convert this normally boring ride into a contender. More stable than anything else with four doors at the track and offering grip levels hard to believe from such an unpreposses-sing box; K&N air-intake system also noticeably improves the throttle sensitivity.

Porsche Carrera 4 With braking and cornering abilities much stronger than the available acceleration, the C4's chassis reserves cry out for the new 911 Turbo's rocket engine. Given a demonstration ride by Hurley Haywood, who uses the brakes like an arresting hook and dances through the Carrousel with demonic abuse. Bridgestone Expedia 17-inch tires are important contributors to the impressive stability.

Toyota Supra SE

With its high-wing option it looks like a Turbo, but I knew it wasn't after flooring it out of pit lane. Not a bad engine, but it lacks the excitement factor of its faster brother and the ability to provoke throttle oversteer - neutral and planted, but definitely down on horsepower. Nice snick-snick gearshift and good cockpit layout - perhaps the prototype for the sports car of the future, which is a pity as it largely lacks soul.

Toyota MR2

Saved the last dance of the day for this midmotor verging on extinction. Mister Two is the perfect ride for Sears Point - you tell it what to do and it does so, right now. Wheezy aspro 4-banger makes this one seem like an idiot brother to the Turbo, but it's still the easiest car to drive at maximum hull speed thanks to the low polar moment of inertia.

Volkswagen GTi VR6

This one needs an aftermarket spring set and cutting-edge tires to be a competitor. It's quick enough on straights to catch up with faster stuff but so wobbly in the turns that VW should be ashamed of itself for selecting these suspension settings. Hardly a substitute for the Corrado, or even the Scirocco for that matter - go back to the test track, guys.

Volvo T5R

A major - and surprising - disappointment on the track, with skittish and unpredictable cornering behavior due to having way too much power for the front wheels to handle. This chassis desperately needs the all-wheel-drive option that's in the works for next year. The recalcitrant transmission also upshifts and downshifts at will. None of these failings are obvious on the street while driving at 8/10ths, but they be-come all too obvious on the track flat out.