Convertible Reviews

Fiat 500C TwinAir Lounge vs Abarth 500 | video

BMW Z4 is a true roadster, with a very long bonnet, a stubby tail and seats all the way back, within a few centimetres of the rear wheels. We love the shape of this sporting little BeeEm, which has just been given a mild update with extra equipment packages.The model range for the new BMW Z4 is: Z4 sDrive 20i: $79,900 (automatic), Z4 sDrive 28i: $89,900 (automatic), Z4 sDrive 35i: $119,545 (automatic). Prices are virtually unchanged from the previous series and represent considerable savings when the added equipment is factored in.These prices aren’t likely to hold for long. Phil Horton, the MD of BMW Australia, admits they were set when the Oz dollar was close to its peak and that his company’s profits will be trimmed because of the recent drop in the dollar’s value.Upgrades for the 2014 model year include the installation of the BMW Professional satellite navigation system. There are several optional packages as BMW Australia is continuing its strategy of bundling items that had proven popular as individual features. The Design Pure Balance package includes sport seats, wood trim and leather upholstery to the seats.The M Sport Package is offered for the four-cylinder models and includes 18-inch alloys, sports seats, aluminium and carbon fibre interior trim, a leather steering wheel, M sport suspension, and an aerodynamics package.Finally, the new Design Pure Traction package, available across the range, features sports seats, Alcantara/leather upholstery, interior trim finishers in ‘metal weave’ design and an individual roof-liner in Anthracite trim.Styling changes to the body of the latest Z4 are minimal, with the headlights now having DRLs (Daytime Running Lights) running rings around the quad headlights; there are metal arches over the lights and more chrome around the front blinkers. Reshaping of the side ‘gills’ gives a tapered effect. New paint colours complete the picture.Inside the cosy cockpit a bolder effect has been achieved by using piano-black in several key locations, as well as mild revisions in style.Engines are all turbo-petrol units; choices are 2.0-litre four-cylinder petrol in two stages of tune, 135kW and 180kW, and a 3.0-litre six-cylinder with a rip snorting 250kW. A big change from the previous BMW Z4 is the use of an eight-speed automatic transmission with the four-cylinder engines. The six has a dual-clutch seven-speed unit.During our road testing we fell in love with the 180 kW four-cylinder unit as mated to the new eight speed automatic transmission. It provides almost as much performance as the six-cylinder and its lighter weight adds to the already good agility of the Z4 in the twisty bits.Then again, the lower powered four-cylinder costs significantly less and still gives good push in the back. And when we floored the pedal in the six-cylinder model the smoothness and ease of acceleration was exhilarating. As you may have gathered, I couldn't quite make up my mind...On the road, the Z4 continues to be an excitement machine, with excellent chassis balance, huge levels of grip in corners and the ability to answer to steering and throttle inputs in a pure sports manner. Anyone who doesn’t come off a drive in the Z4 on mountainous roads with a big smile on their face hasn’t been trying hard enough.On the downside, there’s a lot of tyre noise on coarse-chip bitumen, to the extent that conversation can be difficult even when the roof is closed. Noise that, frankly, became rather wearing after an hour of cruising on sub-standard roads.As seems to be the norm at a media launch of any open top car, it rained on our parade; fortunately not to the extent of curtailing our driving pleasure for too long. In any case it gave us the opportunity to test the sealing of the folding hardtop. Which was, no surprises here, excellent.

BMW introduced the current generation Z4 quite a few years ago now and they have moved to keep the Z4 pot boiling with a Gen II version of the classically styled two seater.Kick off point for the latest line-up is the Z4 sDrive20i at $79,900, with extra features adding up to as much as $9000 additional value compared with the previous Z4. The updated version now features an eight speed automatic transmission with paddle shift as standard in the two four cylinder variants along with launch control.Also included this time around is BMW’s ConnectedDrive system that is filtering through the entire BMW line-up featuring an 8.8-inch hi-res screen. It networks features such as the internet, music interface with a smart phone, telephony, voice control and navigation among other things.The optional packages, give a different take on Z4 ranging from classy to lairy and sporty. Possibly the most popular will be the M Sport with 18-inch light-alloy wheels and an aerodynamics package with large air intakes in the front and a rear bumper inlay painted Anthracite metallic. Something similarly sporty applies inside. The brutally quick Z4 sDrive35is has a version of the M Sport package as standard -- with 19-inch alloys.Drivers will no doubt appreciate the standard-fitted Driving Experience Control to select a configuration to suit the situation at hand and satisfy personal preferences. COMFORT, SPORT and SPORT+ modes can all be called up using the rocker switch on the centre console. As well as adjusting the responses of the engine and DSC stability system, the different modes also alter the shift characteristics of the automatic gearbox, the responses of the Servotronic function and the mapping of the electronically controlled dampers, if these items are specified. These modes allow the driver to choose from a selection of distinctive and clearly differentiated set-ups for the car. Other items of equipment fitted as standard are xenon headlights, air conditioning, a heated glass rear window, the Soft Close Automatic function for the boot lid and run flat tyres with a run-flat indicator.The new Z4 is slightly tweaked externally and cosmetically inside and is a hardtop-only these days, with a two piece lid that takes a scant 19 seconds to deploy at speeds up to about 40kmh. You’d be hard pressed to pick the exterior changes but Z4 has reshaped headlights with a reflective strip along the top edge, family bixenon headlights with white LED corona ring driving lights and an elongated kidney grille.A variety of paint finishes includes a stunning metallic orange called Valencia Orange and a number of interior packages are available to virtually customise the car's passenger compartment including Traction, Balance and M Sport.The three model local range consists of the Z4 sDrive20i, Z4 sDrive28i and the Z4 sDrive35is, all petrol turbos with four cylinders for the first two and a 3.0-litre straight six twin turbo in the latter. The 20i is good for 135kW/270Nm, a 6.9 second 0-100kmh sprint and 6.8-litres/100km.The 28i (same engine in different state of tune) is good for 180kW/350Nm, 5.5-seconds and 6.8-litres/100km. The fabulous 35is is good for 250kW/450Nm (500 on over boost), 4.8 seconds and 9.0-litres/100km. All pass EU6 emissions regulations and feature TwinPower technology _ direct injection, variable valve timing and lift and twin scroll turbocharging on the four bangers.We drove all three variants in sunny Queensland and to be honest, would be entirely satisfied with the entry 20i model. It has superb dynamics and plenty of punch for those legendary mountain road drives on a crisp Sunday morning. No matter which dynamic system you single out, the Z4 will not be found lacking.The 28 is a quicker and more engaging device because it has a lot more mumbo under the bonnet and is probably going to be the biggest seller. The 35i is a Boxster competitor with the required exhaust not and brutal acceleration but you have to concentrate harder as a result which can detract from the drive. The car looks sensational and we really liked the Traction package fitted to one drive car complete with orange leather inserts in the seats and dash.In terms of performance, the Z4 was and always has been a crackin' good drive regardless of the engine or transmission. High levels of driver engagement and sharp responses have been a hallmark of the model since way back.

As winter fades and summer fast approaches thoughts often turn to open-top cars and convertibles. For some there's nothing better than cruising around in an open car with the roof down.NEWFor those the selection of makes and models of open cars has never been greater. Most carmakers offer at least one convertible, some more than one. The Italian carmaker, Alfa Romeo has always offered convertibles, they're part of the company's DNA.The Spider has been a long and well-established model in the Alfa range and the company launched a new car in 2006, which was based on the Brera coupe. Like all Alfas the Spider is high on style and is packed with the flair that only comes with Italian cars.Two models were launched in 2006, the 2.2-litre four-cylinder JTS and the 3.2-litre V6 JTS. Both had performance-oriented engines boasting continuously variable valve timing and efficient direct injection.They each had six-speed manual gearboxes with the option of a six-speed auto; the smaller engine model was front-wheel drive, while the V6 had permanent all-wheel drive. While the engines deliver the punch expected of a sports car the chassis delivers the handling that allows it to be fully exploited.With double wishbone front suspension and a new multi-link rear suspension the Spider offers the sort of balanced handling and responsive steering to make open-road cruising the enjoyable experience it should be.The power soft top can be raised and lowered quickly and efficiently so you're never caught in a downpour. Inside the driver and passenger are accommodated in supportive, comfortable seats, the controls are nicely laid out within easy reach of the driver.Without a spare wheel the boot is quite large. On the road the Spider delivers the sort of driving experience expected of a sports car with the sort of heritage Alfa possesses.NOWAlfas, like most Italian cars, can be most alluring. They're stylish, make the right sort of noises and ache for the open road, but history says they can be troublesome.There was a period through the 1970s and '80s when Italian cars were slapped together by people who didn't seem to care, and the people who bought them suffered the consequence. They were poorly built, generally unreliable and rust was a major issue.Thankfully that's in the past and the cars are much better built, more reliable and rust doesn't appear to be a problem now, but there remains a suspicion that affects the reputations of all but the most exotic Italian brands and Alfa is one of them.It not only affects the new car sales of the brand, but also the resale and that needs to be appreciated and understood by anyone thinking of buying one. It's a good idea to find an Alfa specialist to service your chosen car, as they tend to be less expensive and have a genuine enthusiasm for the brand.Check the operation of the roof, which should be go up and down smoothly. Some owners complain that it doesn't, and there are reports of the lining inside the well where the roof is stored when lowered comes away preventing the roof from fully lowering.In 2009 there was a recall of 3.2-litre Spiders equipped with automatic transmissions to correct a problem that resulted in the brake pedal being stiff when pressed the first few times after a cold start. Examine the service record to see that your potential choice has been maintained as it should be and that it has been done by a creditable service outlet, preferably one familiar with the brand.SMITHY SAYSA stylish and thoroughly enjoyable and reliable sports car that's perfect for summer cruising.Alfa Romeo Spider 2006-2011Price new: $76,950 to $100,950Engine: 2.2-litre, 4-cylinder, 136 kW/230 Nm; 3.2-litre, V6, 191 kW/322 NmTransmission: 6-speed manual, 6-speed auto, FWD, AWDEconomy: 9.4 L/100 km (2.2), 11.5 L/100 km (V6)Body: 2-door convertibleVariants: 2.2 JTS, 3.2 JTS V6Safety: ABS, Traction Control, ESPCOMING UPDo you own a BMW 1-Series? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney 

Keen to enhance its image as a marque that produces passionate cars, Citroen has added a cabriolet to its DS3 range – which is exactly what we need as spring gets closer by the day.VALUEPriced from $30,990 (plus on roads) for the D-Style 1.6-litre petrol three-door cabriolet and $2000 more for the 1.6-litre turbocharged version – both of which are automatic transmissions – the little droptop is more expensive than its only real competitor, the Fiat 500 cabriolet, which starts in the low twenties.However, the DS3 is larger, with more interior space and a good sized boot. John Startari, the new chief of Citroen in Australia sees the Mini convertible as another competitor. However, the British open-top car is closer to $40,000 and doesn’t offer the same versatility of roof operation as the French and Italian cabriolets. All of which means the Citroen is operating in a wide niche when it comes to pricing.DESIGNUnlike the Fiat and Mini, the Citroen doesn’t use retro styling as a major selling feature. Indeed, the company says its ‘anti-retro’ and wants it cars to be futuristic.The biggest styling feature of the Citroen DS3 is the kick-up in the bodywork at the B-pillar. Now the addition of a folding roof, combined with a big range of accessories let owners of the cabriolet challenge convention in their car’s appearance.A real advantage of a cabriolet – as opposed to a convertible – is the lack of windrush in the interior because the sides of the car remain as in the standard body. Should the weather turn nasty the roof can be closed while the DS3 Cabrio is travelling at any speed below 120 km/h.To enable buyers to let their imaginations soar, Citroen has established a special ‘D-Zone’ in showrooms where owners can ‘commission’ their new babies. This has a relaxed lounge-room like setting where a big range of options and accessories is displayed or viewable on screens.As personalised items are added on the computer the buyer is given an estimated delivery date for the car. Should they find the time is stretching too far into the future they can modify the choices to bring things under control. Even so, it’s unlikely delivery will stretch beyond four months.ENGINESTwo standard models are on offer; the DS3 Cabrio D-Style, which has a 1.6-litre 88 kW engine and four-speed automatic transmission, 16-inch alloy wheels, cruise control, audio with a full range of connections, interior mood lighting, and an aromatic air freshener as part of the climate-control system.The DS3 Cabrio D-Sport has a turbocharged 1.6 petrol engine, producing 115 kW of power and a wide-spread of torque, sitting at 240 Nm from 1400 to 4000 revs, driving through a six-speed manual gearbox. There are 17-inch black-alloy wheels, satellite navigation, a carbon-look dashboard, an upgraded sound system, chrome-tipped twin exhausts.SAFETYA full suite of safety gear is installed in the Citroen DS3 range, including six airbags, resulting in a five-star rating in crash testing.DRIVINGHeadroom in the front is good, but that in the rear is marginal for adults. There’s reasonable legroom in the back, though it’s probably best left for children. Similarly, though it’s set up as five-seater, seat width is limited and three adults would find it pretty cramped.Our brightly coloured Citroen convoy certainly attracted the attention of bystanders and other motorists, showing the stylists have got the shape right. With the roof open all the way we experienced no wind buffeting worth worrying about – see the previous remarks about hairdos not being damaged. With the roof closed the DS3 cabriolet was almost as quiet as the hatchback variant.Handling is very good for a front-drive car and remained pretty neutral until high cornering forces were generated. Then it scrubbed off speed in understeer to bring it back on line. Electronic stability is there should someone make a big mistake in cornering far too fast. Steering feedback is good and the DS cab is happy to change direction in a nimble fashion.While the seats have a sporty look the distance between the bolsters is pretty wild so they don’t offer a lot of support for people of average width.Engine performance from the non-turbo engine in the D-Style is nothing to get excited about, but the four-speed automatic transmission does a good job of changing down when required for added urge. The turbo engine in the D-Sport is much better and sings along nicely, being responsive and happy to rev.VERDICTWell priced and highly specified, the new Citroen DS3 cabriolet adds another option for buyers looking for a fun machine that can be highly personalised. We can see this bright and airy model having a bright future downunder. Citroen DS3 CabrioPrice: from $30,990 (D-Style) $32,990 (D-Sport)Engine: 1.6-litre petrol or turbo petrol, 88kW/160Nm, 115kW/240NmTransmission: four-speed auto (D-Style), six-speed manual (D-Sport)Thirst: 6.7L/100km (D-Style), 5.9L/100km (D-Sport)

There's no point in expecting objective criticism from us of the new Benz E-Coupe and Cabriolet because we are blinded by beauty. The previous model was arguably one of Benz's best lookers and this has carried through to the latest model.It still has a tantalising mix of “sexy and strong” about its flanks and is now a better value proposition with a new E200 variant slipping in under the $80 grand mark. All the other models have more kit than their predecessors and are priced sharper in most cases. But you'll pay quite a lot more to go roofless in the Cabriolet.DISTINCTIVEThe new E-Coupe and Cabrio' have distinctive carry-over features - no B pillar for example, a seat belt feeder so you don't have top stretch and proper rear seats large enough for adults. The Cabrio is a classic soft top design with roof operation taking only 20 seconds up or down at speeds up to 40kmh.The fabric roof itself is three layers thick forming an effective barrier to noise, wind and cold. And the Cabrio' scores Benz's “airscarf” neck warming system (optional on the 200) that feeds warm air up through piping inside each front seat. Both soft and hard top two doors have 11 air bags while the Cabrio' has twin retractable roll bars and additional chassis strengthening.MID-MODELThis isn't a ground-up new gen' car but is an extensive mid-model make-over which includes a totally redesigned nose in the current Benz idiom, new lights, bumpers, grille, bonnet and other stuff. “Intelligent” LED headlights are standard from the 250 model up. The stylish interior of both soft and hard top models is to a high-end luxury standard with some classic features like the analogue clock and a selection of fascia and dash finishes.Full internet connectivity is provided along with keyless go, 19-inch alloys, thermatic climate control, and driver assistance features such as Distronic Plus cruise control with speed limiter and steering assist, active park assist, active blind spot assist, cross traffic assist, attention assist and Pre-safe Plus collision preparation. It also has Pre-safe brake assist with active pedestrian protection. Steering is now electro-hydraulic offering a range of responses from light and quick to sporty and firm.ENGINESPower comes from a 2.0-litre, direct injection, turbo petrol in 135kW/300Nm (E200 Coupe and Cab) and 155kW/350Nm (E250 Coupe and Cab) tune, a 2.1-litre four cylinder turbo diesel with 150kW/500Nm (E250CDi Coupe only) and a twin-turbo, 3.0-litre petrol V6 with 245kW/480Nm (E400 Coupe and Cab).The latter replaces the previous E500 Coupe and Cabriolet V8 petrol engine with which the V6 shares performance figures but uses less fuel. All petrol engines pass EU6 emissions regulations and achieve as good as 6.0-litres/100km fuel economy. The diesel dips deep into the 4.0s. All models get a seven-speed automatic transmission with paddle shift and multi modes.DRIVINGWe drove the E400 Cabrio and the E250 Coupe and liked both though we can't see the rational behind buying the 400 when the 250 is such a good thing. Both offer strong smooth and quiet acceleration and excellent fuel efficiency.The seven speed auto is a pearl and ride quality from both vehicles is super comfy and yet sporty enough to engage the driver if called for. But the V6 petrol just doesn't cut it for feel or sound when compared with the old V8. The V6 biturbo is good but not as stirring. Benz has refined its Cabrio and Coupe breed over decades, previously as the CLK, and the latest is easily the greatest in terms of what you get for the money, the look and the features.VERDICTIt's a highly desirable indulgence no matter which model you pick.Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None 

Promise, we won't use the word 'quirky' any more for Citroen. It is, after all, one of the biggest selling brands in Europe. Now they've come out with a drop top cabriolet version of the cute little DS3, Citroen's version of the Peugeot 208, and it's a throw-back to the "legendary'' Citroen 2CV in some ways.DESIGNThough touted as an anti-retro car, the roof of the DS3 cabriolet is straight out of the 2CV book except for the fact that it's power operated and three layers of vinyl instead of a greasy piece of canvas. Oh and there are some rather funky colours and designs including one with the DS monogram imprinted. Tres cool.The DS3 cabriolet roof peels back leaving the side roof structure around the doors and can be set in one of three positions, intermediate, horizontal and total with the roof tucked up onto the rear window like a spoiler.This is the true interpretation of a "cabriolet" whereas most other cabriolets are infact convertible roadsters with no remaining roof structure when the top is wound back. It's a cheap and effective way to get some sun and wind in the car when you're driving. And the DS3 version looks pretty cute in a puppy dog sort of way. The roof opens/closes fully in 16 seconds at speeds up to 120kmh.Unlike other drop tops, the DS3 gains minimal weight (25kg) and therefore offers the same performance, fuel economy and feel as the tin-top hatchback. Citroen re-invented the boot lid for this car which features a pivoting, parallelogram style boot opening up to a letter box aperture to 'post' you luggage through.Tricky styling features include 3D tail lights that disappear into infinity. Inside is specified to a luxury level with seats for five at a pinch. The interior is technical and funky with easy to operate switches and a look like no other car including a flat bottom wheel and broad sweep of mock carbon fibre fascia. The three layer roof is hand-made at a factory in France to be benchmark for fit and finish.RANGE AND PRICETwo models are offered; the D-Style four-speed auto only and the D-Sport six-speed manual only with the former going for $30,990 and the latter $32,990.There's a big difference between the two in that the Style has a 1.6-litre, naturally aspirated, four cylinder engine with 88kW/160Nm capable of 6.7-litres/100km while the Sport has a 1.6-litre turbo petrol four-pot achieving 115kW/240Nm and 5.9-litres/100km.Both are a premium of $3200 on the DS3 hatch. Like Peugeot, Citroen Australia offers capped price servicing at $360 a pop for three years. Desirable options such as satnav and leather hike the price by $4000.DRIVINGForget all that French style once you get going... it wouldn't pull the skin off a custard and the four-speed auto is hopelessly inadequate when put under even modest pressure such as accelerating from low speeds up a steepish hill. Kickdown also means a big ratio jump which translates into higher than expected engine revs. It falls short on the sport side, but would perhaps be better being restricted to a town runabout role.The manual on the other hand is a decent thing with strong, flexible power and a comfy, controlled ride. It gets a bit of steering backlash at speed on bumpy corners but that's about the only criticism of the car's dynamics. Pity you can't get a six-speed auto turbo....VERDICTCute styling, stylish interior and generous features plus the price make the DS3 Cabriolet a tempting proposition. It's the second cheapest cabrio on the market to the awful Fiat 500 Cabriolet.Citroen DS3 CabrioPrice: from $30,990 (D-Style) $32,990 (D-Sport)Engine: 1.6-litre petrol or turbo petrol, 88kW/160Nm, 115kW/240NmTransmission: four-speed auto (D-Style), six-speed manual (D-Sport)Thirst: 6.7L/100km  (D-Style), 5.9L/100km (D-Sport) 

Desire drives our buying behaviour. Want something bad enough and we’ll sacrifice and save to get it. Jimmy Choo shoes and Prada handbags sell at a massive multiple of their component costs because people aspire to own them, not because they’re necessarily better-built than their rivals.Expectations are higher in the automotive world, where brand exclusivity and style is assumed to include engineering excellence. Mercedes-Benz has long appreciated that logic and the updated E-Class coupe/convertible epitomises the approach.VALUEThe prestige pantheon has been inverted when Mercedes is priced lower than Audi. Entry to the two-door E-Class range starts at $79,900 for the E200 coupe, ascending to $96,400 for the E250 petrol hardtop, $98,900 for the E250 diesel and $128,900 for the twin-turbo V6 E400.It costs $9000 to lose the roof on the E200, an E250 soft-top adds $10,000 to the petrol’s price and the E400 convertible plumps to the coupe’s cost by $14K. At first glance that’s a hefty premium over the roofed models but it is still cheaper than the rival Audi A5 line-up.The Audi 2.0-litre Audi A5 coupe is $80,900; the comparable convertible is $96,400, albeit with an auto transmission _ which is standard across the Mercedes E-Class line-up. Infiniti leads the price-point battle, with buyers expected to pay $75,900 for the auto-equipped GT Premium or $87,900 for the cabrio. BMW isn’t in this game, given its 6 Series coupe starts at $177,800.TECHNOLOGYSoftware theft is a crime yet Mercedes let the E-Class steal an early lead on a lot of the tech from the yet-to-arrive S-Class flagship. Dubbed the Driver Assistance Plus pack, it is standard on The E250 up (and a $4600 option on the E200). It includes active cruise control, blind spot and lane-keeping assistance.All of those features are integrated with the steering, which will move the car back into its lane if the driver is crossing white lines or about to sideswipe a car.  The sensors and cameras also detect crossing traffic and pedestrians and intervene as required to avoid them.Should a pedestrian hit the E-Class, the active bonnet kicks itself clear of the engine to cushion the impact. Unlike most systems, which rely on an explosive charge, the Benz bonnet uses springs, meaning it can be reset without having to replace anything. A reversing camera, automated parking and infotainment screen with separate views  for the driver and passenger are standard on all models.DESIGNRhinoplasty is usually a case of softening the nose but the face of the E-Class coupe and cabrio is now more prominent. The daytime running lights have been lifted from the air intakes to the headlamp assembly and the double-louvre grille is replaced by a more assertive and solid single strut.The overall effect is to transform the car’s corporate attire to business casual, as befits a two-door grand tourer. The interior tweaks are good, with the exception of the auto transmission lever’s move from the centre console to the steering column. There’s only room for two in the back but they’re genuine bucket seats that will support a an interstate trip.SAFETYThe crash-testing authorities deactivate the Pre-Safe systems that pretension seatbelts and close windows in the event of an imminent crash, so the real-world result is likely to better the simulations. Even so, the car earns a five-star safety rating and 11 airbags soften the blow in the event of a crash.  Its overall score, based on the 2009 launch models, is 34.88/37.DRIVINGSound is synonymous with speed so its absence in the E-Class dictates constant checks of the speedo.  Tyre thrum from the wide, low-profile rubber is a steady murmur at freeway speeds but even then it is relatively subdued. Unlike the engine. The E250 coupe Carsguide tested is a stonking powerplant that launches the car to 100km/h in 6.0 seconds. The Europeans build great four-cylinder engines and this 2.0-litre turbo mill is among the best.The suspension set-up mirrors that performance bias with ride that’s firm and relays the road surface conditions back into the chassis without being jittery. A well-weighted steering wheel rounds off the package, even though the E coupe isn’t intended to be an outright sports car. Its brief is to be a stylish, sophisticated statement that can cover ground quickly, be that interstate runs or trips to the work.Access to the rear doesn’t require a hip dislocation and the ride in the back is as cossetting as the front.  Opt for the soft-top cabrio and there’s around 130kg weight penalty to maintain rigidity in the absence of a roof, along with the a windscreen-mounted air deflector that deploys at 40km/h and an Airscarf neck-warming system. It is a more ostentatious look than the coupe and Mercedes says the split between the two will be 60:40 in the coupe’s favour.VERDICTMercedes has few rivals in this market and, based on the price and performance of the new cars, no competition.Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None 

I could be suffering from 'F' lag. It's like jet lag, but you get it from spending too much time in a Ferrari. A couple of days is all right but any longer than this and you simply won't want to give it back.It leaves this horrible, gnawing feeling in the pit of your stomach  an emptiness that just can't be filled. I started to feel this way shortly after handing back the keys to the fabulous 458 Spider on Friday afternoon. The first day you're too cautious to enjoy the experience, the next day you start to get the hang of it and by the third day you and the car begin to bond  then just as suddenly it's over . . .VALUEBig breath. It kicks off from $588,000 with various carbon fibre bits and pieces extra for ludicrous amounts of money. Not even my surgeon mate who owns a Porsche can afford one of these babies. This is a bloke who works 90 hours a week and can remove a brain tumour through your nose. In which case, what the hell hope is there for a paper bagger like me?DESIGNIt's incredibly low and wide, almost too wide for our driveway gates which in part contributes to its fantastic handling. Push the button and the Pininfarina styled, mid-engined sports car magically transforms into an open topped roadster, with two seats  one for you and anyone game to be your passenger.There's a penalty for this convenience because you lose the transparent engine cover of the hardtop. Most people comment on how quiet the car, that is until the baffles open and the exhaust gives full vent to the V8. Then you can hear it coming from a block away.ENGINEIt's powered by a 4.5-litre naturally aspirated V8 that delivers 419kW of power at 9000 revs and 540Nm of torque at 6000 revs, enough mumbo to propel the mid-engined Spider from rest to 100km/h in a withering 3.4 seconds. The old 'quarter mile' takes 11.4 seconds and it has a top speed where permissible of 320km/h.The state of the art V8 features direction injection and a dry sump, with fuel consumption of 11.8 litres/100km from the 86 litre tank. Although it has a trip computer, the one thing it doesn't tell you is average fuel consumption  suffice to say we got just under 500km from the 86-litre tank. But, as the service manager pointed out, if you can afford to own one, you're not going to be too concerned about how much fuel it uses.DRIVINGWe were tentative, very tentative at first. But the Spider is actually very easy to drive once you get the hang of it. Several "take me for a rides" later, we were banging through the gears like a pro. The V8 is hooked up to a seven-speed twin clutch Getrag transmission that operates as an auto, or you can change gears with the large, steering wheel mounted change paddles.Doing so elicits a much more satisfying response, with a jolt each time it changes up  bang, bang, bang! The sound is to die for. Various drive modes are accessed through the Manettino flip switch affixed to the steering wheel, from wet to sport to full off for the traction system.Reverse is engaged via a button at the the foot of the centre instrument console and there is even a button for raising the front of the car so it doesn't scrape over driveways. The JBL audio system is secreted somewhere behind the dash and the controls are accessible only though the right hand of the two computer screens which doubles as a huge digital speedometer.VERDICTIt's a cruel world. How can something so spectacularly good remain so impossibly out of reach. Then again what is the point when the speed limit is 110km/h and it can do 320km/h, with plenty of cops wanting nothing better than to put your red feather in their cap   the disconnect is enormous.Ferrari 458 SpiderPrice: from $588,000Engine: 4.5-litre V8 , 419kW/540NmTransmission: seven-speed twin clutch auto, RWDThirst: 17.2L/100km (as tested), 11.8L/100km combined cycle0-100 km/h: 3.4 seconds 

The Porsche Boxster and Cayman are pure mid-engined sports machines, meaning the engine is installed just behind the cabin, unlike the the engine in the Porsche 911 that’s fitted behind the back wheels.A mid-engine layout gives exceptionally good weight distribution and therefore the best in chassis balance and higher cornering speeds than the 911.Interestingly, the Boxster and Cayman share quite a few of their front-end components with the Porsche 911. At the rear they are quite different machine visually, though there’s still a family resemblance.Porsche Boxster is sold only as a convertible, Cayman is a fixed hardtop coupe and didn’t go on sale till 2006, nine years after its open-top brother.Boxster’s roof is one of the simplest in the business, note the clever way the roof acts as its own cover when it’s powered open. It can be left open even if the weather is threatening as it can easily be powered closed at a red traffic light. You can usually avoid the embarrassment of having to wait for roof closure to be complete after the lights turn green.Both models are brilliant machines that cry out to be pushed hard and fast. Their naturally-aspirated engines are wonderfully responsive, the gearbox is a delight to use, road grip is very high and the feel through the steering wheel and the seat of the pants is magnificent.It takes a lot of provocation to get the tail out of line, and if it does start to slide the cars remains controllable - up to a point, that is. As with all full-on sports cars with mid-mounted engines, if the tail gets out too far you'll need quick reflexes to correct it.An advanced driving course is recommended if you really want to get the best from your Porsche. These days electronics aids can save you from over-reaching; they can be detuned should you wish to make your own decisions, particularly for track days.Unlike the 911, these Porsches are strictly two-seaters. The seats are supportive and comfortable and shoulder room is plentiful, with the two occupants well insulated from buffeting with the roof down.A real bonus of the mid-engined layout is that Boxster and Cayman are surprisingly practical for sportscars, with luggage compartments front and rear, this can almost be used as a daily driver by a one or two-person household.The Boxster arrived in Australia in January 1997. It received minor upgrades in October 1999, August 2001 and August 2002, then a major upgrading in February 2005. The latter, tagged the 987 series, replaced the previous 986 models.This was upgraded again in November 2006, November 2007 and March 2009. An all-new Boxster came out in June 2012, followed by a new Cayman 12 months later.The Boxster was initially criticised for being down on power, mainly due to its smallish 2.5-litre, flat-six engine. That problem was solved in 1999 when a bigger 2.7-litre unit was installed.Even better news was the shoehorning of an optional 3.2-litre engine into the models called the Boxster S and Cayman S. This was increased to 3387 cc in 2006 and to 3436 cc in 2009, with the standard Boxster going up to 2.9 litres in 2009.These superb Porsche engines, even the smallest ones, really come alive above 4000 rpm, their tone initially hardening, then rising to a wonderfully metallic howl as it goes through 5000 rpm. Get the top down whenever you can and hold on to the lower gears just for the sheer pleasure of listening to it.There were major changes to the Boxster engine in 2009. Though the flat-six engines still capacities of 2.9 or 3.4 litres, they featured a direct injection fuel system.This was complemented by numerous other changes. Power was increased, and even more importantly peak torque remained constant over large parts of the rev band. Unlike the older powerplants, that needed 4000 revs to come on song, the newer units really begin to buzz from not much over 3000 rpm.Powerful ventilated brake discs are installed. If you think going from a standstill to 100km/h in under six seconds in the bigger engined models feels sensational, just wait until you experience 100 to zero in less than three seconds. That really makes your eyes bulge and gives a most satisfying feeling of security.Boxster initially used either a five-speed or six-speed manual gearbox or a five-speed Tiptronic automatic transmission. From the 2009 upgrade a seven-speed dual-clutch gearbox was installed.Porsche is long established in Australia. The dealer network isn’t huge, but it’s well organised and we seldom hear complaints about parts or service availability. Prices aren’t cheap, but neither are they outrageous for what you get.Insurance ratings are generally moderate for what is, after all, a prestige sports car aimed at those who like to drive hard and fast.A Porsche Boxster that’s always been serviced and repaired by an official dealer is relatively common and we feel it's the one to aim for. You probably be asked to pay more because of its history. And may we suggest you keep up the servicing to make your car a sound investmentWHAT TO LOOK FORHard driving is what the Boxster and Cayman are built for - butt too much can decrease their lives. Look for severe tyre wear, heavy brake dust buildup and repairs to the body. Rust is very unusual and almost certainly means the car has been badly repaired after a crash.These cars are well engineered and solidly built and unless poorly repaired after a crash should last well. If you suspect collision repairs it’s wise to have it professionally inspected.Check the interior for signs of mistreatment. Look under the floor mats for signs of dampness caused by a Boxster being caught out in the rain. The engine should start easily, idle smoothly virtually from the moment it kicks over and have throttle response that’s all-but instantaneous.Heavy operation of the clutch is likely to mean it’s due for an overhaul. Not a complex job, but there are no cheap repairs on a Porsche. The gearbox should be light and easy to use, with no noises at any time, even during the fastest of gearchanges.Be sure the brakes pull the car up cleanly without one wheel locking ahead of the others. If ABS is installed feel for a pulse through the brake pedal under hard braking.CAR BUYING TIPMost sports cars are only driven gently - sad but true - however it’s a fact of life they probably make a better used-car buy.