Mazda MX-5 2006 News

Mazda has indicated it is considering putting rotary power back into a sports car, possibly in the form of a merger between the MX-5 and the RX-8. Mazda CEO Takashi Yamanouchi has repeatedly ensured the future of the rotary powerplant - despite the RX-8 production scheduled to end in 2012 - "we will continue the research on the rotary engine - we won't extinguish the flame of the rotary engine," he said.The joint-venture sports coupe developed by Toyota and Subaru has kept the door open for a rotary sports car from Mazda, including the possibility of a rotary-powered MX-5."That kind of product is iconic for our brand, so the current MX-5 or RX-8 we have decided in the future to maintain that kind of product, I can't say if they will be separate - they may be merged into one," the CEO says.Mazda Research and development director Hirotaka Kanazawa confirmed the next MX-5 would remain naturally-aspirated with a Skyactiv powerplant of similar outputs to the current car's 118kW/188Nm outputs (for example, the incoming CX-5 SUV has a direct-injection two-litre producing 114kW and 196Nm), but less burdened by weight.The modern-classic Mazda sportscar will be taken back to its roots, with weight reduction targets aimed at taking the 1135kg two-seater (in its lightest guise) below a one tonne kerb weight, while retaining a soft top and hard top model."We want to go back to the lightweight sports origins, the power is not so much, it is easy to handle and it is fun to drive," he says. Kanazawa-san also says the company is aiming to reduce weight without compromising crash safety performance, which would entail using Skyactiv high-strength steel body structures and composite plastic materials for a hard-top. "We must achieve crash safety, starting with CX-5 the Skyactiv body with load paths and enhanced crash safety, we will apply this to our rear-wheel drive."The R&D director didn't rule out turbocharged versions of the sub-two-litre Skyactiv engines - "We haven't decided that we won't do turbocharging, but first of all we wanted to enhance combustion efficiency of naturally-aspirated engine, that was our first priority"- but maintains the first priority was developing naturally-aspirated engines.

I was one of six Australian motoring journalists to compete last week in a promotional Mazda MX-5 race on a frozen Swedish lake.  We approached the event cautiously as most of us had never driven on snow, let alone ice. But having now represented our country so successfully, all I can say is bring on the ice age so we can all tear around in rear-wheel-drive open-top roadsters. THE IDEA Mazda Europe boss Jeffrey Guyton says the event was a follow-up to last year's invitational tarmac race in Venice to celebrate the MX-5's 20th anniversary. "We were hoping for more teams this year and really happy to see Australia participate," he says.  "The idea is to have fun and I can see from the smiles that it has been successful." He wouldn't say how much the exercise cost, however it must have been an expensive promotional event.  Mazda invited 120 drivers from 25 European countries plus Australia to drive 20 race-prepared cars on a specially constructed ice course on Lake Kallsjon in northern Sweden.  Over the two days the drivers covered 11,000km at 550km per car over 157 driving hours. Before heading over to Sweden to represent Australia's motoring media, I asked V8 Supercar legend Craig Lowndes for some advice, but he just laughed.  "You've got to be kidding; a short-wheelbased, rear-wheel-drive open-top car on ice? Good luck." Former World Rally Championship driver Chris Atkinson was a little more constructive with his tips to another of our team. He said racing on ice was like driving on gravel. He suggested we keep the wheels spinning so the 300 nipple-shaped metal studs on the tyres break through the slippery ice surface. Race director Pontus Sandell advised: "You won't win this race in one lap or even one race.  The whole two days of practice, qualifying and racing will be important."THE COURSE The 4.9km track was graded into 60cm-thick ice on the artificial lake surface in a tight slalom of 23 left corners and 20 rights.  It varied from 10-15m wide with slushy snow banks on either side to beach cars that slid wide. Temperatures on the two days ranged from a balmy -10C to a bracing -30C with conditions changing throughout the day as bright sunshine melted the surface, only to freeze again later in the day.  Like any ski field, the course was carved up during the day. By afternoon, it was bumpier than a stage of the Australasian Safari.THE CAR Despite Lowndes's skepticism and our fears, the rear-wheel-drive MX-5 was hot on the ice.  Sure, it had limited grip, but that was what made it such fun.  Our car was number 21 as there was no number 13. All race cars are stripped for weight.  Gone are the soft top, roll bar, fog lights, insulation, carpet, wheel liners, sound system, airbags, seats, exhaust and suspension springs. It gets a racing body kit, rear wing, diffuser, carbonfibre trim, racing seats, four-point racing harness, roll cage, 320mm racing steering wheel, lap timer and fire extinguisher. One driver joked that if the car is on fire, just drive it deep into a snow bank. In the Aussie car, the centre console had the added weight of a packet of Tim Tams.  The race cars also get a limited-slip differential, racing clutch and brakes, special powertrain control module, a stainless-steel exhaust system that belches out a macho tone and anti-freeze coolant, transmission fluid and oil. Underneath is racing suspension, 16-inch alloy wheels, and, of course, special ice tyres with 300 small metal studs. Surprisingly, the open-top roadster was quite warm with the windows up and the heater belting out hot air into the cockpit bubble. Or maybe it was the nervous energy we put into qualifying and the race that had us pitting in a lather of sweat. Bump and rebound was the only adjustment allowed, apart from tyre pressures. Our race mechanic, Markus Lungstrass - a driver trainer at Germany's Nurburgring - checked the pressures but left the suspension as is.  Later in the day when the bumps became bigger, we were grateful. THE DRIVERS Our team was comprised of six motoring journalists including Big Wheels reporter James Stanford and me representing Carsguide.  Stanford was our quickest driver setting the pole time of 4:41, six seconds better than anyone else in the field. The amateur part-time club rallycross driver went on to set a race lap record of 1:38. The other teams also brought a wealth of talented drivers, including the Russian national ice-racing champion, Sergey Voskresenskiy, while Switzerland had former F1 driver Rene Arnoux. "I've raced on ice before, but never on a big course like this," Arnoux says in his flambouyant Swiss-French accent.  "This is very long and very interesting. The track I race on in France is only 600m." Some countries couldn't muster enough drivers for a full team, so they shared cars with other countries.  The Italians shared our pit bay, but seemed more interested in drinking coffee and smoking cigarettes.  In one pit stop debacle, their car entered the bay and the next driver still had his snow overboots on, and no helmet or gloves. After some cross words from the race manager they could be seen with three drivers prepared with their helmets on in the pits while still trying to smoke. The UK entered two teams and Germany three.Mazda design boss Ikuo Maeda - known as "Speedy" because of his motorsport involvement - drove for one of the German teams. "When I enjoy racing it stimulates emotion and that is important for stylists. They need passion," he says.  "This is the first time for me on the ice, though." THE METHOD As Atkinson says, ice racing is like driving on gravel. And the course was so tight we only used second and third gear.  What is surprising is how much motorsport fun you can have without needing big power. In fact, we find sticking to third gear allowed us to control the torque oversteer much better. We only used second to slow for tight corners, turn in early, chuck it sideways and throttle out in third as straight as possible to avoid wasting momentum on wheel spin.  It's not the most spectacular way through a corner, but it's the fastest.  We only used the brake three times per lap, but sometimes just a touch more to settle the car, rather than slow it. THE STRATEGY While the Russians, Poms and Germans seemed very serious, most teams treated the race with the fun spirit it was intended.That was also our intention before the race. Our only strategy was to make fast pit stops and try not to spin too much. We were more concerned that the "Zoom-Zoom" logo on the car didn't read "Wooz-Wooz" after up-ending the vehicle.  However, when we found our qualifying times among the top of the 120-strong field, we became more serious. At the end of the first day of practice and qualifying we not only captured pole, but seemed to have captured the attention and respect of the European teams. THE RACE Race day dawned at -30C with a beautiful clear blue sky.  Teams arrived looking serious, while we Aussies arrived with board shorts over the top of our race suits.  Despite all the hoop-la from the teams and the AC-DC playing on the PA, ice racing is actually very quiet. Driving on ice allows you to appreciate the macho burp from the exhaust and the crackle on the over-run as you "barp, barp, barp" through the corners, the tail hanging out wide, showering snow in your wake and hopefully over trailing Poms. Stanford leaves everyone in his wake in the rolling start and pretty soon we scythe through the back markers, despite few acknowledging the blue overtaking flag. The race starts as an Ashes duel with the Poms, but ends in a Cold War with Russia with the Aussies victorious.  That gives us the pole for race 2 and we stick to our pit and race strategy. After nearly four hours of racing, it comes down in the last few laps to a close dice with the Russians.  The crowd were on their feet, enjoying the stoush and the Aussies could taste the victory champagne. However, with a bit of panel-swapping and maneuvers that would have attracted the stewards' attention in club or professional racing, the Russians cut off our legitimate passing attempts and we spun in frustration. We may have finished second, but we won the hearts and minds of the European drivers and were the toast of the awards night. THE AFTERMATH"The idea was to have a bit of fun, but who could have written a script like this," Guyton said of the close result.  He said the event was a "significant investment" for the promotion of its hero car which holds the Guinness record for the most sales of a two-seater open-top roadster, having passed the 900,000 mark recently. Maybe we Aussies took things a little too seriously in the end and were disappointed to hear of some cheating that had gone on - false driver changes, double-stinting and speeding through the pits.  At least we can be proud of having played fair.  Plus, there is always next year as the organisers have suggested it becomes an annual event. And who knows, Mazda Australia PR boss Steve Maciver was so chuffed with the result, he'd like to see it staged on bulldust roads in the Outback. Mazda MX-5 ice race results 1 Russia2 Australia, 1:10 seconds3 Belgium, 2:504 Croatia, Czech rep, Slovakia, 6:215 Austria, 1 lap6 Italy, 1 lap7 France, 2 laps8 UK2, 2 laps9 Germany3, 2 laps10 Spain, 2 laps11 Denmark,Norway, 3 laps12 Netherlands, 4 laps13 Finland, Ireland, Romania, Serbia, 4 laps14 Poland, Sweden, 4 laps15 UK 1, 5 laps16 Switzerland, 6 laps17 Germany2, 6 laps18 Germany1, 6 laps19 Portugal, 7 laps20 HungarySlovenia Turkey, 8 lapsMazda MX-5 race carEngine: 1999cc 4-cylinderPower: 118kW @ 7000rpmTorque: 188Nm @5000rpmFuel: 95 RON Tank: 50 litresTransmission: 6-speed manualBrakes: 290mm ventilated discs (front), 280mm solid discs (rear), ABSPerformance: 213km/h (top speed), 7.6 secs to 100km/hEconomy*: 7.6L/100kmCO2: 181g/km Weight: 1150kg (* production model, not the race car)

While the original MX-5 was quite a basic car; nicely appointed but hardly luxurious, the current iteration with its 20 years of refinement is in a new league. The Mazda designers have managed to evolve the car over that time, completely changing it along the way while always keeping it exactly the same. They have developed a look that is instantly recognisable through three major redesigns while improving it with each iteration.In its market space the MX-5 Roadster Coupe has only two true competitors, the BMW Z4 and the Mercedes SLK. These are the three two-seat rear-drive roadsters currently available with the folding metal hardtop. The MX-5 is by some margin the cheapest. The fact that it does not have the prestige of the Germans does not diminish its appeal, however as there are a large percentage of buyers that simply like it as a package over the other two. All three for some reason suffer from the hair-dresser reputation, which in our opinion is ridiculous.When the new top was first introduced, a number of automotive journalist where asking why bother, it's not broken, it doesn't need fixing. The soft-top and the experience it brings may not be broken but the folding hardtop has enormous appeal for many buyers. Drivetrain Power comes from a 2-litre, 16 valve DOHC in-line four cylinder engine that develops 118kW at 7000 rpm in the manual version and 118kW at 6700rpm in the automatic we tested with paddle shifters. Both develop a maximum 188 Nm of torque at 5000rpm. Exterior With 20 years of very good sales it would be hard to find anybody who can’t recognise an MX-5. The Roadster Coupe with its folding hardtop adds a bump to the body behind the seats. This metal torneau manages to not adversely impact the simply lines of the car. The 17-in wheels fill the continuous arch of the wheel wells beautifully and the whole package is very neat.Interior The cocoon that is the cockpit is appealing to all senses. Visibility is very good and the only thing that may be troubling initially is finding the petrol cap release - it's in the compartment between the back of the seats.  Operation of the folding hardtop is a simple lever release near the rear vision mirror and then it’s a matter of holding the button down until it buzzes - all while in Park. Just do the same in reverse to put it back up. Safety The MX-5 features both front & side SRS airbags, Anti-lock Braking System (ABS) as well as Dynamic Stability Control (DSC) which alters power delivery when the car judges it needs to intervene with an overly aggressive turn-in. This can be switched off.Pricing The MX-5 starts at $43,850 for the base manual soft top and goes through to $53,655 for the folding hardtop with automatic and the Sports package (as tested). This excludes all current additional charges and taxes.Driving Driving is a joy. It is far from a hardcore sports car but it does give you a refined sports car experience.  Steering is very direct, as it should be - you point it and goes and stays where you point it. The steering we found very neutral with no surprises.The cockpit is very comfortable and there is not a great deal of road noise for a small two-seat. A bit more engine note into the cockpit would actually be a good thing.  It is extremely easy to drive - in automatic you can just putter around sedately and feel comfortable. Rev it a bit and start using the paddles correctly and it becomes a true sports car.SummaryThe Mazda MX-5 is the epitome of a practical sports car.  It has its market space all to itself as you need to move up several price rungs to reach the competition. While the competition might beat it in the performance stakes, they still only equal it on overall appeal to many buyers.  The MX-5 is also quite a practical mode of transport if you don't need space. It is easy to park, fits in small garages and only consumes 8.1l/100km.Verdict: 9.1/10

The share market is shot, superannuation is in “negative growth” whatever that means, house prices are dropping alarmingly and interest rates look like falling. Where can you make an honest investment dollar these days? Well, art has some attraction but the numbers involved would make plenty of people tremble in their boots.What about collectable classic cars?We have all heard the stories about the six figure Falcon GTHOs and Monaros not forgetting the European thoroughbred classics, some of which go for multi-million dollar prices.But what if you're just an average punter and want to get in on the action.Take a look at Japanese collectable cars - is the advice coming from those in the know.This is because they have the potential for increased value from a relatively low base. And depending on the car (and luck) you could have a tidy little nest egg in the garage, one that you can take out and actually enjoy at your discretion.Christophe Boribon is the National Auction Manager for Shannons Auctions and he has some firm ideas on what cars are good buying with potential appreciation and those that are dead certainties.Chris' named the Toyota 2000GT as the most collectable classic Japanese car in Australia because of its rarity (only eight imported) and the specification of the car. He says a good one will go for between $2-300,000.Hardly accessible to the average punter.But other cars from most Japanese manufacturers operating here are shaping up well at the auctions and as long term prospects.Mazda's 1960s R100 coupe is worth a look at 10 grand according to Chris' as is the original, glass back RX7.“The RX3 is also good buying at $25-35,000 if you can get a good one and it should appreciate if looked after,” Chris' said.”Then there is the late '90s twin-turbo RX7 and RX7 SP - a locally fettled hotrod that will appreciate because it was a low volume performance car.”“You will pay big dollars for a Mazda Cosmo (up to 100 grand) but the first MX5 is a good proposition for not much money.” He said the SP versions of the later MX5 will be worth more in the long run and even the Japanese turbo model, the SE, should appreciate over time.Toyota has a few potentially collectable models including the late '60s Celica RA23 and TA23 models as well as the rear drive Sprinter 1.6. Celica GT4s should also be good buying if you can find one that hasn't been raced. Honda's most collectable car is the NSX but Chris' says the first S2000 sports cars are worth a look if you can get one that hasn't been thrashed. The tiny S600 and S800 sports cars are good property and even the quad headlight Integra TypeR could appreciate given time.Any Mitsubishi Lancer Evo in reasonable road condition will be worth a punt as a collectable particularly the Evo 6.5 Makinen edition. And if you can get hold of a twin turbo GTO 3000 (non-factory import) it should be a solid investment.Nissan has plenty of collectable cars dating right back to the 1960s. Think Datsun Fairlady sports cars, Datsun 240Z and 260Z coupes and of course the R32 Skyline GTR Godzilla Bathurst winning car - (Australian spec) of which only 100 were imported by the factory. You'll pay about $35,000 for Godzilla these days and it's on the way up for a decent standard one.Subaru has a couple of collectable cars too, the SVX coupe 3.3-litre flat six all-wheel-drive has possibilities and the 22B two door Impreza WRX STi for which you'll pay about $100,000 and going up.Good luck. 

A traditionalist will opt for a piece of carriage-style braced fabric, it is said, while a modernist prefers origami metal and glass.With its new variant of the MX-5, Mazda has managed the unusual feat of being in both camps at once within a single model. The MX-5 Roadster Coupe replaces the familiar cloth roof, with its driver-participation folding mechanism, with a hardtop that robo-flips into virtually the same recess at the press of a button. It's quick too, at 12 seconds to accomplish something that in the fabric roof version, we'd never even thought to time.But it's definitely easier, in the same way a remote control is easier than getting up off the couch. After a week in the car, we wondered if we could go back. Who presses buttons on a TV these days?The roof itself is tough-looking plastic and like-for-like, the cost difference is about the same as the price of the bolt-on hardtop accessory sold to MX-5 buyers for winter driving. However, since the Roadster Coupe comes only with the premium-level leather trim and a Bose stereo, it costs $4790 more than the most affordable MX-5 at $47,660.Mechanically, the two variants are identical with the same 118kW 2.0-litre engine driving through a six-speed manual or, for another $2175, a six-speed auto.The only engineering changes concern the suspension, which has been retuned to carry the Roadster Coupe's extra 37kg, most of which consists of the roof itself and its related motors and parts. All MX-5s now come with electronic stability control, added when the Roadster Coupe went on sale in September.In design terms, the plastic roof adds a little height when up or down, and the rear deck needed to be raised at both ends to achieve a flowing line when the roof is folded. To compensate, Mazda redrew the rear wheel arches to make them more prominent. The interior gains nothing more than a couple of buttons while the boot space stays at a useable 150 litres.We did not go looking for differences with its twin and unless you had one parked alongside, they would be hard to spot. If the proportions have been lost, then that was lost on us. Roof up or down, the Roadster Coupe benefits from cleaner lines than fabric can achieve and there are some advantages, including a greater feeling of security when parked, less cabin noise with the roof up and easier raising or lowering in traffic.The car's other strengths and weaknesses are those of the MX-5 itself, and our memory of driving this second generation had been limited to a launch event nearly 18 months ago and some variable pre-production examples. Our doubts following that were dispelled by the Roadster Coupe, which was everything a budget convertible should be to drive and a bit more besides — a recipe that has kept the MX-5 a favourite for 15 years.Mazda Australia expects the Roadster Coupe to become the choice of 60 per cent of MX-5 buyers. At this price point, the hard-headed modernists at other marques have done their cause some harm with overweight, odd-looking convertible versions of cars that began as hatchbacks or sedans. We'd be surprised if the traditional-modernists — or modern-traditionalists — at Mazda don't have a hit on their hands; they have found a way to deliver the advantages of a folding hard-top without painting a moustache on the Mona Lisa.

It is, in its way, the best show for ages, with a quotient of concept vehicles and exotica balanced by real world stuff you'd actually consider buying.Highlights?It's hard to walk past Audi's R8, a fully-fledged supercar likely to come in with a "bargain" tag of substantially less than $300,000. Next to it is the second generation Audi TT, mightily improved and not screamingly unaffordable from $68,500 the entry model and about $20K more for its 3.2 V6 quattro sibling. We drove both of these through the Austrian Alps in June 2006, and will hazard the guess that Audi will struggle to meet demand for this superbly executed coupe.And, just for show, is a model of the R10 – the amazing V12 diesel that took first and third at this year's Le Mans.The great thing about concept cars is that they needn't conform to such tiresome criteria as Australian Design Rules - hence the lack of an A pillar on Saab's Aero Concept X. The lack of any pillars for that matter. Slightly more tangible is the 9-5 bio ethanol-powered wagon - a car to gladden the hearts of sugar cane growers.Lotus has revived an iconic brand name with the Europa S, a car that should affirm two-seater motoring can still be an unadulterated and largely unconstrained experience. When the product of mainstream manufacturers seems to keep getting fatter, like a choc-addicted neurotic, the mere existence of Lotus serves to remind us of (hard) core driving verities.Mazda's Kabura sports compact - with its cute 3+1 seating arrangement - is a concept from which the theme and shape of Mazdas to come can be divined. Ditto Honda's Sports 4 Concept for that marque. Or so we hope. While Honda's SH-AWD system is damn clever, it'd be neat to see it attached to something a little more athletic than the globulous Legend.A few metres away from the Kabura is the CX-7 - the crossover SUV with much of the Mazda 6 MPS's drivetrain - which you'll be seeing on our streets soon. It's one of two vehicles that perfectly defines what marketing types like to call the "zeitgeist" of the Australian buyer at the moment.The other, you may or may not choose to believe, is a Volvo. The S80 all-wheel-drive V8 luxury sedan might be the Swedish marque's new hero model, but their decidedly groovy 2+2, the C30, could be the car that finally puts paid to those ancient "bloody Volvo driver" cliches.It also points firmly in the direction that Australian private buyers are going ie: those of us not enamoured of soft road SUVs are downsizing but up-speccing.And speaking of good things in small packages, those who have queued long for the Volkswagen Golf GTI will be delighted to see that not only is demand being addressed, but the new to Australia three door-model starts $1500 under the five door at $38,490. VeeWee's highly desirable Eos CC, the big drawer at last year's Frankfurt motor show, finally made its Australian debut ahead of its release early in 2007.And yes, that's a turbo diesel variant you see parked near the turbo petrol. If diesel seems anomalous in a (part-time) open top car, it works.Given the mudslide of Holden hype this year, it comes almost as relief not to see some lurid concept jobbie from them for once, although unveiling the Hummer H3 did at least provide comic relief.With the pomp and circumstance we've come to expect from Holden on the opening day of the show, the covers were hauled off to anything but the reception they've come to expect.Far from the rapturous and somewhat sycophantic applause that greeted their Torana and Efijy creations, there was … well, the sound of no hands clapping. In fact, the silence that greeted this spectacularly pointless and ugly apparition could best be described as stoney.Nissan's Foria is a concept car we’d very much like to see come into fruition. Apart form the corporate grille, this is an elegant Lancia-like coupe intended as an MX-5-like alternative. 

New Cars at Australian Motor Show

Never mind the sunburn — from $35,000 to nearly $300,000,open cars are being lined up for eager buyers.The flood of new models is heating up the rivalry between traditional fabric-roofed convertibles and a new breed with foldaway hardtops.Holden, Volvo and VW will make the switch from their soft-tops to solid roofs as replacement models arrive.Mitsubishi is joining the trend, with an open-air version of its Colt hatchback due next month. The Italian-made cabriolet, expected to cost $35,000, will have a retractable hard roof.And Mazda is having an each-way bet. Its traditional canvas-topped MX-5 — billed as the world's best-selling roadster — has been joined by a folding hardtop version, called the roadster coupe.The $47,660 "coupe", costing $2930 more than the basic model, has a composite plastic roof that folds away in 12 seconds, claimed by Mazda to be the fastest in its class.MX-5 program manager Takao Kijima said he expected traditional enthusiasts to prefer the soft-top original."Even so, there are many potential customers who . . . have hesitated because of concerns about security and comfort."Mazda expects 60 per cent of MX-5 buyers in Australia to take the hardtop.The latest fabric-roofed models to arrive are the Audi A4 (from $83,000) and the Chrysler PT Cruiser cabriolet (from $36,000).On the way late this year is the Alfa Romeo Spider, based on the Italian marque's new Brera coupe, expected to be $70,000-plus.The soft-top ranks will be further boosted in December when Mini introduces a new cabriolet version, called the Chilli, from $41,100.And Sweden's Saab is marking 20 years of convertible production by releasing a $68,400 anniversary model.Holden dealers say the present Astra soft-top — now $39,990, a $6000 price cut — is to be replaced by a radically different TwinTop, so named because of its two-piece solid folding roof. It is expected to be unveiled late next month, and be on sale for summer.Mercedes-Benz already has both fabric-roofed (CLK) and hard-top (SLK, SL) convertibles.In the extra-pricey league, Audi says it will introduce a high-performance version of the A4, the $187,500 RS4, in January.Only 25 V8-powered cars will be imported from Germany, and the company says it has 15 orders already.Its rival, BMW, is to introduce an M6 convertible with a 10-cylinder engine, expected to cost about $290,000 and arrive before Christmas.Safety-minded Volvo has a second-generation C70 convertible on the way, introducing a three-piece steel roof in place of the previous model's fabric top. The five-cylinder model will be priced from $69,950.Early next year, VW is to release the Eos, a larger hardtop model replacing the fabric-roofed Golf convertible. The VW is likely to be the first convertible to have a diesel engine as an option.FAST FACTSMitsubishi Colt Cabriolet-Turbocharged 1.5-litre MIVEC engine.-110kW (150hp) @ 6000rpm and 210Nm of torque @ 3500rpm.-18-inch alloy wheels.Audi A4 Cabriolet-1.8T with 120 kW and 225 Nm.-new 3.2 FSI petrol direct injection V6 is also now available with 188 kW and 330 Nm.-$83,400 and $107,800 for the 4-cylinder and V6 models respectively.PT Cruiser Cabrio-power-folding soft retractable roof, which can be raised or lowered in just 10 seconds.-normally-aspirated 2.4-litre petrol engine.-105 KW at 5, 200 rpm and 214 Nm of torque @ 4,000 rpm.-16" alloy wheels.-$35,890Alfa Romeo Spider-3.2 JTS V6 and 2.2 JTS.-twin phaser continuous variator for control of the intake and exhaust valves.-191kW and 136kW.-Q4 permanent AWD.-0-100 km/hr in 7 seconds.-18” sport or multispoke.-$70,000-plusMini Chilli-1.6 litre, 4 cylinder/16 V.-85 kW (115 hp) at 6000 rpm.-150 Nm at 4500 rpm.-0-100 km/hr: 9.1 s.-top speed: 200 km/h.-$41,100Saab limited edition 20th Anniversary-turbocharged 2.0 L.-110 kW and a powerful 240 Nm of torque.-five-speed automatic transmission.-17-inch alloy wheels.-$68,400Astra Twintop-petrol and diesel.-77 to 147kW (105 to 200hp), with the top-of-the-line 2.0-litre turbo motor reaching a top speed of over 230 km/h.-two-piece electro-hydraulic retractable steel roof.-likely to be named 'Astra Convertible' in Australia.Mercedes CLK-5.5-litre V8 engine powering the CLK 500 (peak torque of 530 Nm).-0-100 km/h takes just 5.2 seconds.-top speed is 220 km/h (electronically limited).-CLK 63 AMG uses AMG 6.3-litre V8 engine and produces 354 kW of power and a peak torque 630 Nm.-CLK 200 KOMPRESSOR: $99,400-CLK 280: $109,100-CLK 350: $134,100-CLK 500: $163,100-CLK 63 AMG: $213,100SLK SL class-285 kW and 530Nm.-V8 engine in the SL 500.-0-100 km/h in 5.4 seconds.-six-cylinder engine in the SL 350 is another new unit, with 200-kW V6, and accelerates from 0-100 km/h in 6.6 seconds.-SL 600 has a V12 biturbo engine, with output of 380 kW and torque of 830Nm. Accelerates 0-100 km/h in 4.5 seconds.SL 350: $214,900SL 500: $299,900SL 600: $374,900SL 55 AMG: $374,900SL 65 AMG: $457,900Audi RS4-4.2 FSI V8 engine-V8 engine with an output of 309 kW and peak torque of 430 Nm at 5,500 rpm.-electro-hydraulic hood can be opened entirely automatically in 21 seconds and can be operated up to speeds of 30 km/h.-$187,500BMW M6-5.0-litre V10.-373 kW, 507 bhp, 520Nm.-0-100 km/h in 4.8 seconds with the standing-start kilometre completed in 22.9 seconds.-top speed limited electronically to 250 km/h.Volvo C70LE-2.4 (125kW), 170hp, 230Nm.-5-cylinder petrol.-0-100km: 10s (auto).-Max speed: 215km/hr (auto).-$69,950.00-T5-5-cylinder turbo charged petrol.-162kW, 220 hp, 320Nm.-0-100km/hr: 8s (auto).-Max speed: 235 km/hr (auto).-$79,950.00-VW Eos-two engines are available: a 2.0-liter turbo 4-cylinder motor putting out 200 horsepower and a 3.2L VR6 motor that makes 250 horsepower.-200hp 2.0T FSI or a 250hp 3.2l VR6 FSI (according to current data for the US market).-five-section roof structure with glass/sliding/tilting roof integrated as standard

For hardcore roadster people, the very notion of a hardtop is for soft centres - the sort of dilettantes whose deviation from the open-top ethos also allows such decadence as airbags and traction control.Never mind that this lid is a rather ingenious thing that retracts/assembles at the push of a button, and the locking of a latch, in a little over seven seconds. No, anything other than a canvas cover or naked sky is simply sacrilege.With its now iconic MX-5, Mazda reinvented the classic British roadster by imbuing it with such novelties as Japanese affordability - to say nothing of reliability.But its 17-year success story - we're talking the world's most popular sports car here - has been driven by taking the verve and sheer hair-blowing fun of this form of motoring to the masses rather than appeasing the cheese-cutter cap and luggage rack on the boot brigade.And if that's meant shoving in stuff such as power steering, air-con, cupholders and (egad!) auto transmissions, then so be it, old chap.Equally, though, the essence of a roadster is in what it lacks - weight. And each of these cursedly modern conveniences can but add kilos.Yet the fiendishly clever hardtop which changes the MX-5 into a part-time coupe (at least symbolically the most significant innovation of the model's three generations) is also notable for its unbelievable lightness of being.With its three panels and various motors, the Roadster Coupe comes in at only 37kg over the current generation (and multi-award-winning) soft top.The manual model is, in fact, a still fairly mere 1152kg. And at a claimed 7.9 seconds to 100km/h from standing, it would be barely one-tenth of a second slower than its limp-lidded sibling.Combined petrol use - 95 RON unleaded is its minimum potency tipple - is 8.5 litres per 100.So this hard hat is no tin hat. Rather, it comprises two composite materials - sheet moulding compound for the outer roof and glass reinforced polyproplylene for the inside running - that have, we're assured, the structural integrity of aluminium. This despite being 20mm thick.Just as vitally in a car that could just about fit inside certain SUVs, this techo-marvel folds down without impinging upon the 150-litre boot. So the coupe passes the crucial test of daily useability.But, of course, an engineer wouldn't be worth his digital watch nor a designer his skivvy and beret if the Roadster Coupe looked or drove even marginally less beguilingly than the soft top.There are two additions to the colour range (including the luscious deep, deep green we drove) and some train spotter's deviations (anoraks should know that the brake light is white, not red).The coupe somehow looks even better than its by now fretting and resentful older brother.That 118kW/188Nm 2.0-litre S-VT engine sounds and delivers in abundance at 5500rpm with a growl fit to match its motion. It can be a job keeping the manual on the sweet spot, though, with the gap between 3rd and 4th slightly too tall - leave it in the former ratio too long and it'll sound like an infant being bottle fed wasabi.Rigidity, already enhanced by thicker cross members, is even more pronounced with the roof up. When driven with the verve for which it was conceived, this serves the Coupe well.It retains the marvellously chuckable nature and rear-wheel-drive dynamics that have made it a byword among those for whom rapid driving means more than mere speed.It's only when leaning to - steering uploaded and a bend under attack - that you wish this generation MX-5 had slightly fewer options.There are four drink holders, two of which have been specifically designed to grind into your thigh.With a package so consummate, night has fallen for the iconic soft top.The Coupe, with leather as standard, does it all at least as well and at a premium that's hardly Germanic - the manual comes in at $47,660, the auto $49,835. That's less than three grand each over top-spec soft tops.Agonisingly, those prices also save 10 bucks on the optional hard hat that has long been popular among MX-5 buyers.Of course, this device had to be stowed somewhere and manhandled into place, rather than raised with a fingertip.So Roadster Coupe will surely appeal to people who have eschewed the MX-5 because of its manually moved soft top (they variously cite security concerns and chronic shoulder problems).And there is no logical reason why it shouldn't also appeal to those who have always loved this Mazda.To argue otherwise isn't a case of being hardcore, but confessing to a softness in the head.Paul Pottinger is a senior reviewer on the CARSguide test team, and editor of the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis will appear this Sunday in the Sunday Telegraph.

Lotus will give its new Europa S Grand Tourer its Asia-Pacific debut at Darling Harbour on 26 October, while Mazda will unveil the folding-hardtop version of its perennially popular MX-5.The Europa S is based upon Lotus' mainstay model, the Elise, but has been extensively redesigned to provide higher levels of comfort and refinement.The new model has a larger boot and luggage compartment as well as a higher roofline and lower sills for easier driver and passenger access.Unique exterior styling and interior luxuries such as leather upholstery, carpets and driver and passenger airbags complete the package.Despite the extra size and features the Europa S maintains the reputation of Lotus for lightweight aluminium chassis construction, tipping the scales at just 995kg.The low kerb weight combines with a torquey 263Nm 2.0-litre turbocharged four-cylinder engine to give the Europa S a supercar-like 0-100km/h acceleration time of 5.5 seconds.Mazda, meanwhile, has used its expertise in lightweight engineering to give the MX-5 the retractable hardtop treatment.The folding metal roof on the MX-5 Roadster Coupe adds just 37kg to the low weight of the soft-top model, thereby keeping the MX-5's lithe responses unaffected.Mazda says that when the MX-5 Roadster Coupe goes on sale at the Sydney motor show in October it will appeal to a new group of customers."The Roadster Coupe will expand the MX-5's fan base, appealing to those who have expressed the desire to enjoy open-top driving in even greater comfort," says Mazda Australia's managing director, Doug Dickson.Sales of the MX-5 soft-top have exploded so far this year, rising almost 420 per cent over the same period of 2005. The MX-5 Roadster Coupe and Lotus Europa S will be on display at the Australian International Motor Show from 5pm, 26 October and every day until 5 November.