Articles by Neil Dowling

SAD news from Sydney this week as a V8 Range Rover squashed a Prius on the Princes Highway. No one was injured but the fact the Range Rover cruised the highway for 82km at 110km/h and averaged a stunning 5.3 litres/100km - including slowing for traffic congestion - shows new engine technology is catching hybrids napping.Sure, the new 4.4-litre turbo-diesel Range Rover Vogue didn't get that fuel-sipping figure all the time but for a 2.5-tonne SUV once labelled as an environmentally-insensitive, fuel-guzzling monster, it's very impressive.Parent company Land Rover says this is the start of a new wave of engines - and vehicles - that will redefine SUVs and change people's perceptions of economy versus space, comfort and performance.The Vogue now comes with the optional 4.4-litre V8 diesel that replaces the old 3.6-litre unit. The bigger engine gets more power, torque but much lower (down 18 per cent) emissions and fuel consumption. Even the 11.1 litres/100km average over a savage off-road test section is remarkable given the Vogue's size, weight, brick-like aerodynamics and whopping engine.VALUEThe Vogue 4.4 TDV8 arrives in three versions - Vogue, Luxury and Autobiography with respective prices at $160,500; $184,200 and $212,500. It takes on all the luxury SUV models but because it has competent off-road ability - thanks to a low range gearbox, lockable differentials and height-adjustable suspension - it really targets the Jeep Grand Cherokee, Porsche Cayenne, Lexus LX570 and Toyota Land Cruiser Sahara.Better than those? In some ways. It has loads of performance and a top-notch cabin of leather and wood, but misses some niceties - electric boot, adaptive suspension and active cruise control as some - yet includes common sense things like a full-size spare wheel.Its also only a five-seater. If you want to seat seven, buy the Discovery or wait for the next generation model.DESIGNNothing outrageous here, just beautifully chiseled lines that in stereo shout function and luxury. Its a real stand-out on the street and likewise reeks luxury in your driveway.New for the 2011 Vogue is a new grille and wheel patterns. Not much, really. The instrument panel is a TFT screen that will change its display items - and even move them to one side to make way for more information - in reaction to what information the driver specifies. Select low range in the gearbox, for example, and the speedo dial moves to the right and a chassis diagram appears in the centre.The Range Rover still seats five adults and despite this being a substantial vehicle, cabin room isn't overly generous.TECHNOLOGYThe fuel figure says it all. This new turbo-diesel - a sequential-turbo unit wholly created in-house by Jaguar Land Rover - is brilliant but the spotlight should also shine on the sequential eight-speed automatic transmission. Combined, they blend performance and economy ingredients and come up with the perfect bake.Adaptive suspension is a boon for rural drivers - it isn't on the base model Vogue but should be mandatory - while the series of cameras aids parking and greatly improves pedestrian safety.There is excellent integration of the audio with television and the central monitoring system and though theres a lot of things to learn here, can make life a hell of a lot easier for the busy motorist.SAFETYFive-star crash, 10 airbags, electronic stability control with a heap of other preventative cures against ailing drivers and predatory road (and off-road) conditions. As you would expect for $160,000-plus-plus.DRIVINGAt idle, the V8 is a bit - disappointingly - grumbly. Like an old man who didn't get his cup of tea, it can be cured by giving it one. In this case, acceleration. Underway, it is silent, very responsive and smooth though theres some annoying wind noise from the mirrors above 100km/h. In motion it is a worthy rival to a V8 petrol and is almost guaranteed to lure many critics into the diesel fold.Maximum torque comes in low and there's little need to exceed 3500rpm. Steering wheel paddle shifters can quickly pluck any of the eight cogs to improve performance but, unless needed for low-speed work or towing, is a function that is almost obsolete because of the engine's broad and willing torque delivery.The Vogue is also arrestingly comfortable. The seats in all models are superb - firm yet with intimate contouring - and the suspension just soaks up all the ills of the road. I liked the seating position, the expansive adjustment of the seat and steering wheel, appreciated the front and side visibility - but the back seat head restraints diminished rear vision - and liked the switchgear placement.But with so much forward urge the Vogue needs better body control. There's adaptive suspension on some models but the base model driven misses out. So, though its all-paw design hangs on through corners, it can get floaty which doesn't inspire much confidence.VERDICTStunning effort in the performance and economy stakes but Vogue favours condensed families.LAND ROVER RANGE ROVER VOGUE TDV8Available: NowPrice: $160,500 - $212,500Engine: 230kW/700Nm 4.4-litre V8 bi-turbo-dieselEconomy: 9.4 l/100kmTransmission: 8-speed sequential automatic; 2-speed transfer case; constant 4WDDimensions: 4972mm (L); 2034mm (W); 1877mm (H)Wheelbase: 2880mmWeight: 2810kg (loaded)Tow: 3500kg

Infiniti - coming to an Australian showroom near you by 2012 - is leaking a few images of its new Etherea concept that debuts at next month's Geneva motor show.Like an overly protective parent, Nissan says the concept's design "blends elements of coupe, sedan, hatchback and even crossover in one highly sculptural, near-mono volume form."We say Nissan stands accused of stealing the guy who designed the Lexus SC430 - a convertible based on the US fashion clothing principle of  "the more ghastly the look, the higher the price".The Etherea has a nautical theme by following the wavy C-pillar lines of Nissan's Essence concept. Apparently.Though it looks SC430 size, it's a baby at 4.3m long - about the same as a Tiida hatch - yet is claimed to be space efficient and practical.We'll have more details from the show, including Nissan's "surprises" such as the "new mechanical layout and innovative access arrangements".

... with a choice of engines, doors and possibly a cheaper two-wheel drive option. But even before it gets here, demand has created 50 inquiries a week, says Land Rover brand manager Tim Krieger. An unspecified number of prospective buyers has paid out the $5000 holding deposit. The Freelander-based small SUV from Land Rover is created to compete in the growing prestige compact SUV sector alongside the BMW X1. But Land Rover knows the competition won't stop there, aware that it will have future rivals from Volvo, Audi, Porsche and even Alfa Romeo. Krieger says the Evoque - to be shown at the Melbourne motor show in July - is aimed primarily at the urban SUV sector. But, surprisingly, it will retain the Freelander's offroad-specified Terrain Response 4WD system - at least until the front-wheel drive option arrives. Both the three and five-door models will be available later this year, he says. "It's a bit early for exact pricing, but we'd expect it to start about $60,000 for the five door," Krieger says. "We don't see it cannibalising Freelander sales. The two vehicles will appeal to different buyers." Krieger says Land Rover is aiming to lift the number of dealers to smooth the expected demand. It enlisted five new dealers in 2010 - upping its agencies to 33 - and wants a further four in 2011.

AMERICANS pay about half of what we pay for new cars and we're not happy. It's not only the customer who's not happy - even the car distributors and dealers are spitting chips. The enormous difference surfaced in the past few months when the Australian dollar reached parity with the US currency. Immediately we started asking why a Lexus LS460 costs an Australian a sizeable $191,200 - but an American pays $66,230.That's about a third of what we pay. It's nothing to do with Lexus and the luxury brand isn't alone - all cars are cheaper in the US. We priced a Porsche Carrera S at $88,800 in the US - the same price as what we pay for a base-model diesel Land Cruiser GXL.But in Australia, the Porche costs us $282,800 - three times the US price. As the words "rip off" resonate in our ears, we applied the same comparison to Mercedes-Benz and still we're looking at paying three times the price for luxury cars. Mercedes-Benz Australia spokesman David McCarthy says there are crucial differences between the two markets and that flows onto the retail prices. "Basically, we pay more tax," he says. "There is GST, luxury-car tax and import tax on each car. "That's the starting point. Australia is a tiny market - we have a one-million a year vehicle market, the US is about 13 million. You get a discount for buying in volume. "Australia is a small market but it is geographically huge and needs similar levels of personnel and nationwide support and service as the US. "Then we have specific emission and design regulations which Mercedes-Benz at the factory has to engineer and comply. We, Mercedes-Benz Australia, pays for that - not Mercedes in Germany. So that gets passed on to the customer. "Our geographical isolation means we carry cars on shipping routes that aren't well travelled, so that costs extra.  "The other important factor is model range. We sell everything from a Smart Fortwo to a 140-tonne truck and everything - cars, vans, trucks - in between. "The US has a much smaller model range. For example, they have no four-cylinder engine versions available in the C-Class and E-Class and have no A-Class or B-Class models." Porsche Australia spokesman Paul Ellis mirrors what McCarthy outlines. He says there's "about $100,000" in taxes in the Carrera S. "The luxury-car tax is a high-end tax that's only applied to cars," he says. "It's not on yachts, jewellery or electronics - just cars - and I think that's because the government sees the car industry as a soft touch. "The Australian Government imposes more taxes on luxury cars than any other economically established and mature market in the world." Ellis says that's not all. He says that what we get in Australia is a far, far better product than the Americans. "In the US you basically get a cardboard box and steering wheel for your $88,800," he says. "Our cars have a much, much higher level of standard equipment." McCarthy agrees saying the S-Class, for example, for Australia is the best-specced model in the world. Ellis adds that buying power is a big contributor to the cheap US prices. "The US sells 30 times the number of Porsches we do," he says. "So it can ask - and get - a better buying price from the factory. "Then there's market positioning. The 911 rivals are relatively more affordable in the US. You have to price your car in and around your competitors or you don't get on buyers' shopping lists." The price differences also comes down to what people can afford. We did a check of average wages in Australia and compared them to the US. Surprisingly, relative to the US wages, we are paid more. The average yearly earnings in Australia for 2010 was $56,950. In the US, it was $46,326. More than 50 per cent of working Americans are paid less than $45,000 a year. "It's what people can or cannot afford to pay," says McCarthy. "It's interesting to note that the margins that we operate on - that is the profit to the dealer - is the same as other markets. So even though we pay three times more, the dealers are getting about the same." Price differences Honda Jazz 1.5 ($A19,190) — $US15,100 (-21%) Mini Cooper S ($A42,850) — $US22,300 (-48%) Toyota Corolla Conquest ($A24,490) — $US16,520 (-33%) Mazda3 Maxx Sport ($A26,320) — $US20,045 (-24%) Toyota Prius ($A39,900) — $US21,650 (-46%) Volkswagen Golf 103TDI ($A34,490) — $US23,885 (-31%) Toyota Camry Sportivo ($A33,990) — $US23,590 (-31%) Mazda6 Classic ($A31,750) — $US22,635 (-29%) Subaru Liberty Premium wagon ($A40,990) — $US25,295 (-38%) Honda Accord V6 ($A49,990) — $US27,355 (-45%) Mazda CX-9 Luxury ($A57,015) — $US32,445 (-43%) Toyota Kluger KX-S ($A55,490) — $US34,750 (-37%) Volvo XC60 T6 ($A65,950) — $US38,400 (-42%) BMW X5 35i ($A103,900) — $US46,300 (-55%) Note: Some cars are built in the US. Specifications may not precisely equate.  

Ready for its debut at this month's Geneva motor show, the Nissan Esflow concept coupe is based on the technology of Nissan's global plug-in electric hatchback, the Leaf. It is the second all-electric car in the budding "Zero Emission" family that includes the Leaf and is expected to quickly expand into commercial vans under the Nissan and Renault nameplates. "Owning an ecologically sound car does not have to come at the expense of driving enjoyment," Nissan says. The two-seat Esflow demonstrates the flexibility - in design and drivetrain layout - of electric propulsion.  It uses all the drivetrain technology already employed by Nissan in the Leaf hatch - now rolling out sales around the world - and is heavily hinted as being a production-viable car. "Esflow is not an existing ICE (internal-combustion engine) powered vehicle that has been adapted to run on electricity," Nissan says.  "It is a sports car that's been designed from the outset as a Zero Emission vehicle. "This means that Nissan had free rein to place the power train and batteries in the optimum positions to benefit the car's handling and performance and enhancing the thrill of driving." The Esflow has two electric motors - each turning a rear wheel to eliminate a differential and drive shafts - and Nissan claims a sub-five second sprint to 100km/h.  The aluminium-composite body of the coupe mounts its lightweight, flat-profile laminated lithium batteries under the floor for a low centre of gravity. Nissan claims a range of up to 240km and a 0-100km/h sprint of less than five seconds.  Nissan says the heaviest components in modern cars' interiors are "the steel framed, thickly upholstered and increasingly motorised seats". "In Esflow the seats are sculpted into the rear bulkhead of the car, negating the need for a heavy frame." Though the seats are immobile, the fly-by-wire steering and pedals adjust electrically to suit the driver's size and preferred driving position.

THE accidental environmentalist has taken a bit of a fall, says Land Rover, as new SUV buyers start putting their families first. That, says Jaguar Land Rover Asia-Pacific managing director David Blackhall, plays right into his company’s hands.In launching the new baby Land Rover - the Freelander - today, Blackhall says it’s a greener world “but in the luxury SUV sector, we are scrambling for product’’.“We could have sold several hundred more Range Rovers last year,’’ he laments.All this augers well to a push to re-establish the forgotten Land Rover, the Freelander 2. The chiseled four-door wagon, built on a similar platform to the Volvo XC60, has been almost invisible on the Australian market.A lot of that is to do with the more noisier competitors and the Freelander’s seemingly expensive price. It never really rated in terms of performance - though the Volvo-sourced 3.2-litre in-line petrol six is keen - with its diesels appearing too weak to satisfy power hungry, leisure-oriented buyers.This week, part of that changed. The good news is the expansion of the Freelander model line-up to seven from five, more powerful diesels and pricing from $44,990 (TD4).Not cheap though the Freelander range now falls into line with Volvo and BMW X3, with it not meeting the value-for-money offerings of the Koreans and some Japanese.The entry level $44,990 TD4 is a manual-gearbox 110kW diesel (the smaller of two oiler engines) with a high level of safety but with a simple exterior and some high-end convenience fittings missing from the cabin.However, better value is in the TD4 (110kW diesel) at $55,310 that gets heaps of cabin features, big alloy wheels, top-class leather and a six-speed sequential automatic transmission.The 140kW diesel is available in two trim levels but will cost $1500 for the extra 30kW (the two engines share 420Nm of torque) and - basically - isn’t worth it.Land Rover says its petrol versions are $49,990 for the XS and $55,310 for the SE. There’s also a heavyweight “premium luxury package” that takes the diesel’s price to a heady $72,740 and adds 19-inch alloys, sunroofs, better leather and a factory integrated sat-nav that - remarkably - isn’t as effective as the Garmin unit that is installed in lesser models by local importers.The Garmin also allows some Bluetooth connectivity - the only way to get the hands-free system to work in Freelander - because it’s not standard.The same shape that has been around for yonks continues. There is, however, some new features - grille, bumpers, headlights and tail lights - but it’s hard to spot the new model.In saying that, it’s an excellent design and escapes the general mid-size SUV trend of creating a bulbous - and heavy - body atop the platform.The Freelander looks lithe and purposeful and works exactly like that. There’s a lot of typical Land (and Range) Rover cues such as the bold dash switchgear, imposing door inserts that create an elbow-magnet ledge, bold door handles and chunky seats.It’s not a big cabin but will seat four adults in plenty of comfort. The boot is reasonable - through the hatch opening is a tad narrow - and there’s a full-size spare wheel under the cargo floor.This was subjected to a day on and off the road and is considered a brief test. However, the glimpse showed the Freelander to be a very good thing.The trick for potential buyers who enjoy driving is to keep it simple. I drove the diesel range and was more impressed with the TD (base) model with the less-powerful 110kW engine and the automatic box than the $65,854 SD4 HSE.The cheaper model was more nimble, shared the HSE’s constant 4WD but felt lighter through the corners and so felt more confident, was very comfortable and - at cruising - very quiet and always responsive.It was, however, noisy at idle. I also rate the steering highly and wile this is not the ideal vehicle to hurry through the Southern Highlands in NSW, it was actually enjoyable.It also handled the rough fire trails that wound through the hills and the relatively low 210mm ground clearance was never tested.

Mini is going back to basics - and back to the past - as it readies yet another model for the market. But the mini-Mini - rumoured for some months - is claimed to be more a styling exercise than a commitment for production, says Mini director Cypselus von Frankenberg. It will be unveiled at Geneva next month and is the ninth derivative to be shown to the public. Seven of those exercises are either in production or nearing launch. Though Mini won't commit its as-yet unseen concept to metal, it has a history of taunting the public. Given that Mini takes two to two-and-a-half years from concept to production, the Geneva star car may hit the showrooms in mid-2013 and sit on the shared Mini-BMW platform. Mini is busy on current commitments. It will release the Paceman - built on the long wheelbase Countryman platform - at the end of 2012. It will be built in Austria. Late this year, it will start selling the UK-built and Cooper hatch-based, Coupe and in early 2012, the Roadster. In late 2013 it will move into the third generation of the Cooper hatch. This year, Mr von Frankenberg expects the sale of the 2-millionth Mini. "It is in 80-plus markets and 1300 dealers - not bad for a new car company that started 10 years ago," he says. Mini has moved on from its diesel engine deal with PSA Peugeot Citroen. It is replacing the 1.6-litre PSA turbo-diesel next month with the BMW 107kW 2-litre turbo-diesel, to be known as the Cooper SD. The smaller diesel alternative, the 1.6-litre Cooper D, will remain as will the PSA 1.6-litre turbo-petrol. "There's no reason to change that (petrol) engine," says von Frankenberg. Mini's main problem, he says, is that demand is outstripping supply. The company last year expanded its manufacturing outside of its English home base. Mr von Frankenberg says the Oxford plant produces 240,000 cars a year and has a capacity of 260,000. The expansion into Austria - initially to build the Countryman but next year also the Paceman - is hoped to appease growing demand. "We're not looking at producing in other countries," he says. "But demand in China is growing - it's now our sixth biggest market - with 10,000 units already and the US is expanding. But we have no plans to add manufacturing in these markets." Minis most popular model remains the Cooper hatch at 60 per cent of sales. The Cabrio and Clubman each have virtually all the remainder but sales of the Countryman are expected to eat up to 30 per cent of total sales once it comes on stream this year in the key markets of China, Japan and the US. "Its longer wheelbase, more cabin room, high driving stance and the optional all-wheel drive will make the Countryman very popular in places like China," von Frankenberg says. The prestige small-car hero, the Mini, isn't threatened by the imminent arrival of BMW's first front-wheel drive hatch. Expected in 2013 to coincide with the third generation Mini, the front-wheel drive BMW will share the Mini's platform and perhaps many drivetrain components. BMW is coy about its details but the so-called 0-Series is now known to be bigger than the Mini hatch and will have the ability to be offered in two wheelbases. "It will sit, in size, between the Mini and the 1-Series," says one BMW insider. "It's a B-segment car. It will compete with the Audi A1, for example." Mini boss Cypselus von Frankenberg sees no conflict. "They will be two different cars for two very different buyers," he says. "They will also have a different retail approach. The Mini is all about lifestyle - our customers think differently. Our customers are aged less than 40 - we have the youngest customers of any carmaker - so compared with BMW we are not in the same sphere."

The US National Highway Traffic Safety Administration - which is as close to God as bureaucratically possible - has teamed up with NASA - also known to fly close to God - and dumped on accusers who have tried to sue Toyota for sticky accelerator pedals.After a 10-month investigation requested by Congress, the two authorities has found no evidence of electronic problems in runaway Toyotas.Transportation Secretary Ray LaHood yesterday released a statement saying: "The jury is back. The verdict is in. There is no electronic-based cause for unintended high-speed acceleration in Toyotas. Period".NASA examined more than 280,000 separate lines of code embedded in the electronics of potentially affected Toyotas. None contained any flaws capable of causing runaway acceleration, says the report.Toyota in 2010 was the only major carmaker to report falling sales and some blame on the result has been put on the recall crisis. Its 2010 sales fell 0.4 per cent as the total US market grew 11.1 per cent. In January this year, Toyota sales lifted to equal growth of other carmakers but this was achieved by heavy discounting.US officials have been investigating 89 deaths that may be associated with sudden acceleration in Toyota and Lexus vehicles. Authorities have definitively linked only a few of the fatalities to the problem, including four deaths in a Lexus in California in August 2009 that was blamed on a jammed floor mat.Though this week's reprieve is a relief for Toyota, the company isn't completely of the hook."Our conclusion - that Toyota's problems were mechanical, not electrical - come after one of the most exhaustive, thorough and intensive research efforts ever undertaken," says LaHood.The "mechanical problems" - that is, sticky accelerator pedals and pedals that got trapped under faulty floor mats - "remain the only known causes for these kind of unsafe unintended acceleration incidents", says the NHTSA.Now it's up to how the courts and the public view the findings.Toyota says it "welcomed" the findings and "appreciate the thoroughness of their review"."We believe this rigorous scientific analysis by some of America's foremost engineers should further reinforce confidence in the safety of Toyota and Lexus vehicles," Toyota says. "We hope this important study will help put to rest unsupported speculation about Toyota's ETCS-i (electronic throttle system), which is well-designed and well-tested to ensure that a real world, un-commanded acceleration of the vehicle cannot occur."The findings also support Toyota's position that it had identified and fixed the only known safety problems related to two massive recalls in 2009 and 2010. The NHTSA now says driver error may be behind many complaints.

So just for you, a Citroen-sponsored "visionary'' has created a three-wheeled vehicle for the future that places the driver at the centre of the main wheel. The "E-3POD Antistatic'' is an electric single seater that won its designer, Heikki Juvonen, a six-month employment contract at the PSA Design Centre in Paris. One of a series of submissions by Royal College of Arts second year students in London, the ultra-light, micro segment, single-seater is designed as an urban commuter. It is not meant to replace cars, but to be an addition to the family transport fleet positioned between bicycles and cars.  The E-3POD has a simplified, lightweight construction to make it affordable and has an emphasis on aerodynamics to minimise the electric motor's required battery size. The rear wheel is a structural element, there is shared suspension for both front wheels and it has scratch-resistant plastic for the canopy.  Judges say the E-3POD provides the user with easy, cost efficient transport with access to easier parking due to the small footprint. Second prize went to the designer who created a cage in which to park the Antistatic.

Luxury boulevard cruisers have a new way to glide the streets as BMW unveils its bling-bling 6-Series convertible.Expected here in June with pricing to repeat the outgoing versions quarter-million dollar-plus tag, the new 6 is a sharper, more athletic and better focused two-seater.BMW pulls no punches as it launches the car in Cape Town. Its Australian spokesman, Piers Scott, says it will mark a substantial jump in sales - improving on its 30-plus annual average for the convertible."That's not including the M version and it's not including the coupe," he says. "When they come, we expect even stronger buyer response."BMW is breaking a few rules - including some of its own - with the new luxury convertible.For once its being launched - unprecedented - before the coupe, which is due in Australia in the last quarter of this year.Second, because we may not all need the bi-turbo V8 of the 650i, there's the (cheaper) option of a turbo-six, the 640i.And thirdly, though the company has crowed about the advantages of a folding metal roof, the new 6 retains a cloth lid."Fabric is lighter and a lot of the engineering and focus of this car is about saving weight to improve fuel economy and to lower emissions," Scott says. "It also folds down tighter and that means when the roof is down, it doesn't adversely affect boot space. There's only about 50 litres of boot storage difference between the roof up and down."But one of the deciding factors for a fabric roof was the style.Scott says: "It sits a lot better and retains the lines of the roof compared with metal - there's not a huge difference but we have discerning buyers and we want the car to look absolutely right."VALUEClearly, its expensive. It will perhaps add a couple of thousand to the outgoing $245,100 650i Convertible but that's still an awful lot of bickies.It rivals roadsters like the Jaguar XK ($247,415), Maserati GranCabrio ($338,000), and perhaps even the two-seater Mercedes SL500 ($331,350) and Porsche Carrera cabriolet ($245,300).But it's actually closer in design and appeal to only the Jaguar.Typically, the 6-Series has heaps of features and a soaring (in quantity and price) options list. Few will buy it in its raw state, lured by active suspension and geek-candy ConnectedDrive that can incorporate night vision, surround view cameras and lane change warnings.I'm not saying the standard equipment doesn't impress - I'm saying you should be prepared to be lured by technology and its ability to open your wallet.DESIGNThis is streets ahead of its predecessor in looks. It is tauter, so the various body bulges seem stretched over the chassis hidden muscles. Despite being 75mm longer, it looks smaller.The cabin is neater and though it retains that BMW teutonic simplicity, you will marvel at that superb 250mm centre screen that, thanks to its matte finish, remains so perfectly clear and user-friendly regardless of reflective light when the roof is open.Then there's the stitched leather dashboard, perfectly fitting trim panels and extremely comfortable (standard) seats.TECHNOLOGYPages could be written about what's inside this thing. The electronics that run the audio, central monitor, ventilation and all the stuff layered beneath iDrive will bogle the mind and make you wonder how any owner has the time to find its end.The drivetrain now starts with the bi-turbo 235kW/450Nm 3-litre six and closes with the 300kW/600Nm 4.4-litre V8. A diesel may be available in Europe but no word about Australia.Both mate to an eight-speed automatic, drive the rear wheels and suspend on aluminium struts with the optional electronic dampers and adaptive steering of Adaptive Drive that includes active rollbars.The 640i also gets regenerative braking that charges the battery for the stop-start system. BMW says the V8 may follow later.DRIVINGBMW could have dished out a drive route of boulevards and freeways and held the launch on a sunny day to magnify the benefits of the convertible.Instead, it chose stunning roads that glued the sides of cliffs as they precipitously edged the dark threatening maelstrom of the joint of the Indian and Atlantic Oceans.Some roads were smooth and tight - Chapman's Peak being the most enriching for its vista, potentially deadly for any driver error - while the equally as scenic run around the rocky gorges of FranschhoekPass was a series of blind corners on narrow, rutted cliff-sided roads.Quite deliberately, these varied road surfaces and driving conditions focussed on the car's (optional) Drive Dynamic Control that offers the choice of four suspension settings.Get it right and the Franschhoek Pass' sudden jolts is ironed out and the bodyroll through Chapman's Peak is flat. There's more - the steering is sharper, throttle response and gearchanges quicker as you go up the suspension "ladder" and at Sport+, there's barely a hint of traction control.The steering is equally as impressive and though I could query its tendency to occasionally feel a bit numb, it can't really be criticised for the job of steering a near two-tonne convertible being treated like a one-tonne sports coupe.The engine is a surprise. It does all the things you expect from a V8 with two turbochargers and while it has a rare seamless torque spread and an unruffled 7000rpm top end, it doesn't rev the heart.There's a nice burble and a subdued roar but - unlike for example the Maserati and Jaguar - it masks its soul.The 6-Series Convertible will seat two adults and two children, has a respectable "two golfbag" boot space with the roof down, and has tireless seating backed by a brilliant audio system.VERDICTA big, beautifully built and engineered GT roadster that is actually a seriously fast sports machine - sadly, to be bought by cityfolk commuting to the suburban golf club with the roof down.