Drive around Los Angeles or, more specifically, Santa Monica, its elite coastal "suburb," and you'll see one of the most spectacular parades of high-dollar automotive machinery anywhere. Porsche 911s seem as common as Accords, Mercedes-Benz SLs are everywhere and even Ferraris barely manage to turn a head or two. This is a disturbing state of affairs when you're looking to buy a high-dollar exotic, especially if you don't fancy the prospect of seeing one staring back at you at every intersection.
So what's one to do to avoid such a glut of automotive luxury? Panoz Auto Development offers up one possible solution in the form of its Esperante roadster. With an approximate 400 cars projected to be built in 2003, your chances of seeing another one are comparably nil next to some of the more popular and more widely distributed marques. And while limited-production exotics are certainly nothing new (Vector anyone?), the Esperante comes fortified with a three-year/36,000-mile warranty to back up its top-notch build quality.
Constructed in a small factory in rural Georgia, the Esperante is the realized dream of Daniel Panoz. Frustrated with the fact that exotic high-performance sports cars were the exclusive domain of European manufacturers, Daniel set out to build an all-American sports car that would not only challenge the world's top nameplates, but would do so with a more reliable, easy-to-own package than those often temperamental Euros.
After his initial foray into car building with the Aluminum Intensive Vehicle (AIV) roadster in 1990, Panoz turned his attention toward a more graceful convertible, one that would more directly challenge Europe's most popular offerings. Extensive use of aluminum was once again the order of the day, but this time the lightweight metal would be used not only for the ultrastiff chassis, but for the curvy bodywork as well. A folding soft top and a leather-lined interior put the finishing touches on the elegant roadster before the Esperante made its official debut at the 2000 New York International Auto Show.
Since then, production has been ramping up ever so slowly to meet demand, but an insistence on quality construction has kept the overall numbers low by mass-production standards. Our test car was a 2002 model decked out with a substantial list of options that pushed the bottom line into six-figure territory, but even without numerous extras the Esperante starts just under $90,000.
Although our initial impressions were somewhat tainted by the car's minor quirks and inconsistencies, subsequent days behind the wheel changed our impressions considerably. While it may not possess all the electronic wizardry found in the latest German roadsters or the cabin ambiance of a Jaguar XKR, the Esperante has something else — a raw, unencumbered feel that gives it a personality that the competition left behind long ago in search of new customers.
Nothing is more indicative of that personality than the untainted snarl of its V8 engine. Emitting nothing more than an inoffensive burble at idle, the Esperante's tone grows angry quickly. Run it up to its 6,900-rpm redline and the engine bellows forth from its stainless steel pipes with a guttural roar that only an American V8 could muster.
The engine is a hand-built version of Ford's all-aluminum 4.6-liter DOHC V8. Rated at 320 horsepower and 317 pound-feet of torque, this V8 maintains a smooth, flat power curve right on through to the redline. It's not as torque-rich down low as most eight-cylinders, but coupled with the Esperante's lightweight chassis it provides more than ample thrust at any speed.
The transmission is a five-speed manual topped with one of the sturdiest, most precise shifters we've had our hands on in a long time. One editor likened it to the bolt action of a well-oiled rifle, a sentiment that rang true every time we snapped off another tire-chirping shift. The clutch is more subtle in its action, with a smooth progressive feel and an absence of heft that belies the fact that it never falters when it comes to laying down the power.
Since the company's inception, Panoz has been a dedicated proponent of aluminum construction for its ability to provide the stiffness of steel with less weight. The Esperante's aluminum body is made using a process known as superplastic forming that was originally developed for the aerospace industry. Underneath, an all-aluminum spaceframe serves as the car's backbone while a carbon-fiber substructure connects the body to the frame.
With a curb weight of 3,279 pounds, the Esperante is comparatively svelte next to Mercedes' SL and Jaguar's XK, both of which tip the scales at over 4,000 pounds. This no doubt contributes to the Esperante's more visceral feel on the road and quicker numbers at the track. The all-aluminum structure also manages to retain a suitable level of rigidity despite its roofless configuration. Cowl shake is minimal, and aggressive driving that would leave the XK floundering does little to tweak the Esperante's rock-solid framework.
A fully independent, double-wishbone suspension provides the connection between the chassis and the road along with coil over shocks and four-wheel disc brakes. Aided by our test car's optional 18-inch wheels and tires and perfect 50/50 weight distribution, the Esperante exhibited tenacious grip and an easily manageable feel at the limit. Body roll was nearly imperceptible and midcorner bumps were handled without a hiccup.
The steering is expectedly quick, but the awkward weighting takes some getting used to before you feel comfortable enough to really flog it. The turning radius is also ridiculously wide for a car of its size. The brakes delivered enough power and pedal feel for aggressive driving on the street, but at the track, stopping distances from 60 mph registered in the upper 120s at best, considerably longer than most cars in its class. (High-friction pads that hadn't been fully broken in were cited as a possible cause by a Panoz rep.)
No such deficiencies were noted when it came to acceleration. Sixty miles per hour was reached in a scant 5.1 seconds and the quarter-mile crossed in just 13.7 ticks of the clock. These numbers would have placed the Esperante first in these categories had it competed in our 2002 Luxury Convertibles Over $55,000 Comparison Test. A speed of 63.7 mph through the slalom is respectable, but even more telling was the way it handled itself at the limit. It breaks free predictably and is easy to catch once it does, allowing you to push it with confidence — a notable benefit considering it lacks the sophisticated stability control systems of its competitors.
As capable as the Esperante handles the corners, it retains a ride quality that we found just as satisfying during less aggressive driving. It tracks precisely on the highway and smothers bumps and crevices with obvious but not uncomfortable jolts to the cabin. The aforementioned steering radius can be an annoyance when parking and the exhaust drones a bit while cruising, but it's otherwise perfectly suitable for slow evening cruises.
It's clear that considerable attention was given toward making the Panoz ride and handle on par with the world's best, an admirable goal that somewhat explains the lack of perfection when it comes to the interior. Although the overall design is elegant in its simplicity, there's a noticeable lack of polish that comes through when you take the time to look a little closer.
The Ford-sourced switchgear lacks the high-quality look and feel you expect in a car of this caliber and the numerous ergonomic quirks certainly don't add to the ambiance. There's the hand brake that you can't get your hand around, the mirror controls that lie hidden under the door handle and a dead pedal buried so far in the footwell that one editor didn't even realize there was one.
Thankfully, the convertible top isn't plagued with such inconsistencies, although its latch mechanism did get caught up in itself a few times and the presence of a plastic rear window in a car in this price range is a little disheartening. Once stowed, however, the Esperante makes a fine convertible, with very little wind buffeting even at highway speeds. The seats remained comfortable on our longer jaunts but heaters and a little more adjustability would make them that much better.
Our time in the Esperante made it clear that it's not a car for everybody — if you want flawless execution both inside and out you'd better to stick with the mass-produced stuff. The Esperante — while solidly built and comfortable enough to be a daily driver — presents an altogether different alternative.
Not only do you get the satisfaction of driving a car that's not sitting in front of every hotel in Beverly Hills, you get a high-performance roadster that begs to be driven hard, rewarding such playfulness with a thrilling exhaust note, adept handling and easily explorable limits. Factor in the reasonable warranty and a Ford power plant that makes finding service a snap and you've got yourself an exotic-car experience without the usual exotic-car headaches.
So what's one to do to avoid such a glut of automotive luxury? Panoz Auto Development offers up one possible solution in the form of its Esperante roadster. With an approximate 400 cars projected to be built in 2003, your chances of seeing another one are comparably nil next to some of the more popular and more widely distributed marques. And while limited-production exotics are certainly nothing new (Vector anyone?), the Esperante comes fortified with a three-year/36,000-mile warranty to back up its top-notch build quality.
Constructed in a small factory in rural Georgia, the Esperante is the realized dream of Daniel Panoz. Frustrated with the fact that exotic high-performance sports cars were the exclusive domain of European manufacturers, Daniel set out to build an all-American sports car that would not only challenge the world's top nameplates, but would do so with a more reliable, easy-to-own package than those often temperamental Euros.
After his initial foray into car building with the Aluminum Intensive Vehicle (AIV) roadster in 1990, Panoz turned his attention toward a more graceful convertible, one that would more directly challenge Europe's most popular offerings. Extensive use of aluminum was once again the order of the day, but this time the lightweight metal would be used not only for the ultrastiff chassis, but for the curvy bodywork as well. A folding soft top and a leather-lined interior put the finishing touches on the elegant roadster before the Esperante made its official debut at the 2000 New York International Auto Show.
Since then, production has been ramping up ever so slowly to meet demand, but an insistence on quality construction has kept the overall numbers low by mass-production standards. Our test car was a 2002 model decked out with a substantial list of options that pushed the bottom line into six-figure territory, but even without numerous extras the Esperante starts just under $90,000.
Although our initial impressions were somewhat tainted by the car's minor quirks and inconsistencies, subsequent days behind the wheel changed our impressions considerably. While it may not possess all the electronic wizardry found in the latest German roadsters or the cabin ambiance of a Jaguar XKR, the Esperante has something else — a raw, unencumbered feel that gives it a personality that the competition left behind long ago in search of new customers.
Nothing is more indicative of that personality than the untainted snarl of its V8 engine. Emitting nothing more than an inoffensive burble at idle, the Esperante's tone grows angry quickly. Run it up to its 6,900-rpm redline and the engine bellows forth from its stainless steel pipes with a guttural roar that only an American V8 could muster.
The engine is a hand-built version of Ford's all-aluminum 4.6-liter DOHC V8. Rated at 320 horsepower and 317 pound-feet of torque, this V8 maintains a smooth, flat power curve right on through to the redline. It's not as torque-rich down low as most eight-cylinders, but coupled with the Esperante's lightweight chassis it provides more than ample thrust at any speed.
The transmission is a five-speed manual topped with one of the sturdiest, most precise shifters we've had our hands on in a long time. One editor likened it to the bolt action of a well-oiled rifle, a sentiment that rang true every time we snapped off another tire-chirping shift. The clutch is more subtle in its action, with a smooth progressive feel and an absence of heft that belies the fact that it never falters when it comes to laying down the power.
Since the company's inception, Panoz has been a dedicated proponent of aluminum construction for its ability to provide the stiffness of steel with less weight. The Esperante's aluminum body is made using a process known as superplastic forming that was originally developed for the aerospace industry. Underneath, an all-aluminum spaceframe serves as the car's backbone while a carbon-fiber substructure connects the body to the frame.
With a curb weight of 3,279 pounds, the Esperante is comparatively svelte next to Mercedes' SL and Jaguar's XK, both of which tip the scales at over 4,000 pounds. This no doubt contributes to the Esperante's more visceral feel on the road and quicker numbers at the track. The all-aluminum structure also manages to retain a suitable level of rigidity despite its roofless configuration. Cowl shake is minimal, and aggressive driving that would leave the XK floundering does little to tweak the Esperante's rock-solid framework.
A fully independent, double-wishbone suspension provides the connection between the chassis and the road along with coil over shocks and four-wheel disc brakes. Aided by our test car's optional 18-inch wheels and tires and perfect 50/50 weight distribution, the Esperante exhibited tenacious grip and an easily manageable feel at the limit. Body roll was nearly imperceptible and midcorner bumps were handled without a hiccup.
The steering is expectedly quick, but the awkward weighting takes some getting used to before you feel comfortable enough to really flog it. The turning radius is also ridiculously wide for a car of its size. The brakes delivered enough power and pedal feel for aggressive driving on the street, but at the track, stopping distances from 60 mph registered in the upper 120s at best, considerably longer than most cars in its class. (High-friction pads that hadn't been fully broken in were cited as a possible cause by a Panoz rep.)
No such deficiencies were noted when it came to acceleration. Sixty miles per hour was reached in a scant 5.1 seconds and the quarter-mile crossed in just 13.7 ticks of the clock. These numbers would have placed the Esperante first in these categories had it competed in our 2002 Luxury Convertibles Over $55,000 Comparison Test. A speed of 63.7 mph through the slalom is respectable, but even more telling was the way it handled itself at the limit. It breaks free predictably and is easy to catch once it does, allowing you to push it with confidence — a notable benefit considering it lacks the sophisticated stability control systems of its competitors.
As capable as the Esperante handles the corners, it retains a ride quality that we found just as satisfying during less aggressive driving. It tracks precisely on the highway and smothers bumps and crevices with obvious but not uncomfortable jolts to the cabin. The aforementioned steering radius can be an annoyance when parking and the exhaust drones a bit while cruising, but it's otherwise perfectly suitable for slow evening cruises.
It's clear that considerable attention was given toward making the Panoz ride and handle on par with the world's best, an admirable goal that somewhat explains the lack of perfection when it comes to the interior. Although the overall design is elegant in its simplicity, there's a noticeable lack of polish that comes through when you take the time to look a little closer.
The Ford-sourced switchgear lacks the high-quality look and feel you expect in a car of this caliber and the numerous ergonomic quirks certainly don't add to the ambiance. There's the hand brake that you can't get your hand around, the mirror controls that lie hidden under the door handle and a dead pedal buried so far in the footwell that one editor didn't even realize there was one.
Thankfully, the convertible top isn't plagued with such inconsistencies, although its latch mechanism did get caught up in itself a few times and the presence of a plastic rear window in a car in this price range is a little disheartening. Once stowed, however, the Esperante makes a fine convertible, with very little wind buffeting even at highway speeds. The seats remained comfortable on our longer jaunts but heaters and a little more adjustability would make them that much better.
Our time in the Esperante made it clear that it's not a car for everybody — if you want flawless execution both inside and out you'd better to stick with the mass-produced stuff. The Esperante — while solidly built and comfortable enough to be a daily driver — presents an altogether different alternative.
Not only do you get the satisfaction of driving a car that's not sitting in front of every hotel in Beverly Hills, you get a high-performance roadster that begs to be driven hard, rewarding such playfulness with a thrilling exhaust note, adept handling and easily explorable limits. Factor in the reasonable warranty and a Ford power plant that makes finding service a snap and you've got yourself an exotic-car experience without the usual exotic-car headaches.
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