Convertible Reviews

The huge success of the Toyota 86 in Australia, indeed globally, has reminded people that Toyota doesn’t only make sensible but boring cars, it also builds excellent sports machines. These have been somewhat short on the ground over the last decade or so, but quite a few Toyota Celicas and MR2s are still on Australia roads.Let’s look at the MR2 in detail: the name stands for Mid-engined Roadster 2-seats and MR2s are often bought by those who would dearly love a Ferrari but are a few hundred thousand dollars short of the necessary folding stuff.All real sports cars and racing cars have a mid-engine layout as it gives the best possible balance and traction. However there are some drawbacks in the handling department. Like many other mid-engined cars the Toyota MR2 can be tricky when it approaches its limit of adhesion. The difference between being in control and out of control is relatively narrow.At-the-limit handling improved with the second-generation Toyota MR2 of March 1990 and again with a revamp of the suspension in February 1992.Drivers without proper training and/or who drive in a sloppy manner should perhaps go for a less pure car than the MR2, though if you only want a cruiser and have no intention of driving it hard it may work fine for you.Then again, do you really want a pure sports car that won’t extend you when you’re behind the wheel, particularly on track days?The MR2 is typically Toyota in the reliability stakes in that it can run for years on end without problems if driven maintained correctly. Obviously, this is after all a sports model and some have been thrashed on the road or even pushed to the limit at racetracks.As it is strictly a two-seater, the Toyota MR2 is relatively spacious in its cabin because there's no need to compromise on squeezing in another pair of seats. Try before you buy, though, if your previous driving has only been done in hatches or non-sporty coupes.Boot space is better than average for a car of this type. Mid-engined machines are notoriously bad in this aspect, but the Toyota is capable of holding a week's shopping, or even holiday luggage if you are careful with your packing.Until the third-generation model of 2000 the Toyota MR2 was a closed coupe with a targa top, from then on it was a full convertible.From October 1987 until March 1990 the sporty little MR2 was powered by a four-cylinder engine of just 1.6 litres. Later models had a 2.0-litre unit which significantly improved performance, though these cars are still far from being the powerhouses you would expect from their styling.The MR2 convertible has a high-tech 1.8-litre four-cylinder engine and is by far the best in the performance stakes. It has to be revved hard to get the best from it, but that’s part of the joy of driving a true sports machine.A conventional five-speed manual gearbox is fitted in all versions of the coupe. But the convertible has a sequential manual setup in which the driver doesn't have to use a clutch pedal but still has to make your their own gearchanges. Like all of its type this gearbox is an acquired taste, but not too bad once you get the hang of it. The sequential manual gearbox has five forward ratios until late 2002 when a six-speed unit was installed. And  if you find a convertible with a conventional five-speed manual, it’s likely to have been a grey import.This Toyota sports is not an easy car to work on as the mid-mounted engine/transmission assembly is hard to reach. Professional mechanics generally remove the complete transaxle and work on it on a bench. If you don't have the equipment to do this yourself the MR2 may prove a very expensive car to repair.Spare parts are reasonably priced, but bits of the first generation MR2s are now becoming rare. The Toyota dealer network is huge but the remote agents probably won't have parts in stock. Naturally, these people can order parts in should you find yourself stranded in the bush.Insurance companies tend to be wary of sports cars, and this Toyota is certainly a full-on sports machine of the type that makes insurers nervous. Shop around for the best deal but make sure you are comparing apples with apples, and ask questions if one company seems to be a lot cheaper than the others.Toyota MR2 quietly disappeared from the Australia market in March 2006, though some may not have been sold and registered until quite late in the year.Although the Toyota MR2 was a victim partly of its quirky gearbox, it died chiefly because of the swing away from sporty models amongst trendy buyers.WHAT TO LOOK FORLook for heavy brake-dust buildup on the insides of the wheels and on the front suspension components. Uneven tyre wear caused by hard cornering is easy to spot - be suspicious of tyres that have recently been renewed.Look for previously repaired crash damage: sight along the length of the panels for a ripply finish indicating they have been panel beaten; look for a mismatch in paint colours between panels; see if there are any small paint spots on unpainted areas such as glass and plastic parts.Check for poorly repaired areas of body in out of sight areas such as in the front 'bonnet', the rear boot and the engine compartment.Severe engine wear may make an MR2 reluctant to start. It’s usually worst when stone cold so try to arrange to get to the engine first thing in the morning.If the engine smokes from the exhaust and/or the oil filler plug it’s probably due for a major overhaul. Smoking is at its worst when the engine is left to idle for a minute or so, then accelerated hard.Gearchanges should be smooth and easy, with light clutch movement. Crunching gearchanges from a manual box is a sign of wear, the three-two downshift is usually the first to suffer.Have a good look at the interior, including under the carpets, in case an MR2 convertible has been caught out in the rain with its top down. Look for a roll-cage or signs that one has been removed, an indication the car has had serious racetrack use.Extra instruments, bigger wheels and tyres, a body kit, sports seats and the like may also mean an MR2 has been fanged, though it’s more likely they are just there to improve the looks.CAR BUYING TIPIf looking to buy a car that’s loved by enthusiasts it’s always a good idea to contact a car club for the marque. The guys and gals there may even know details of the specific car you have in mind. 

Mercedes has carried out an extensive redesign of its mid-sized E-Class coupe and cabriolet and at the same time has introduced an impressive all-new turbocharged V6 engine.Mercedes-Benz Australia offers an E-Class coupe for under $80,000 (plus on-road costs). The most expensive model in the range is the E 400 cabriolet with a recommended retail of $142,900. The E 250 carries a tag of $96,400 as a coupe, and $106,400 in open-top format.All E-Class models set up for Australia are very well equipped and we feel most buyers will find the car suits their tastes without any real need to tick many, if any, options boxes.We tested the E 250 after our enjoyable 300+ km behind the biturbo V6 engine and feel that many buyers will be happy with the output of this smaller capacity unit. We are yet to get behind the wheel of an E 200.Biggest news in the E-Class is the introduction of a new V6 engine in the model called the E 400. In keeping with Mercedes’ downsizing policy – to reduce emissions and trim fuel consumption – the company’s new 400 series engine displaces just 3.0 litres, but achieves V8-like performance thanks to the use to twin turbochargers.With up to 245 kW of power, with an amazing 480 Nm of torque through most of its rev range - that peak being maintained all the way from 1400 to 4000 rpm – the Mercedes E 400 engine can move the big coupe from zero to 100 km/h in only 5.2 seconds, yet the fuel consumption is officially measured at just 7.4 litres per hundred kilometres.So impressed is Mercedes-Benz Australia with this new E 400 that it plans to concentrate on it in place of the V8 unit currently used as the topline powerplant. Though some buyers may feel they need they image of a V8, a test drive of this high-tech V6 is likely to convince them otherwise. That, and the savings of around $50,000 when they opt for the high-performance biturbo six.More realistically for Australia, the biturbo engine provides the safety of effortless overtaking on tight country roads.Also on offer in Australia will be four-cylinder turbo petrol engines in the E 200 and E 250. For the first time,Though the overall shape of the about to be superseded E-Class was very good, the frontal appearance was regarded as being overly complex by many critics. The new look is significantly neater and more attractive. We spent some time chatting to the chief designer, Robert Lesnik, during the global media launch in Germany and Denmark, where he explained how he had done this work without interfering with the impressively low coefficient of drag; just  0.24.Sporty looks are a feature of the latest Mercedes models, no more so than in the new E-Class coupe and cabriolet thanks to their large three-dimension grille centred around the iconic three-pointed star. So great is the alteration to the appearance that it’s hard to believe the bonnet and front guards remain as before. By doing so body change costs having been minimised, thus leaving more in the budget to be spent in other areas.Inside, the latest E-Class retains the same overall design theme as the original, but detail changes to the colours and finish of the materials work well and increase the feeling of luxurious sportiness.Cabin room is better than anticipated and we managed a couple of hundred kilometres in a cabriolet with a fair sized bloke in the rear. We moved the front passenger seat forward to share legroom and all three occupants enjoyed decent space.Safety is of increasing importance to Australian drivers and these mid-sized Mercedes have many crash avoidance features designed for the much more expensive S-Class. Thus we see monitoring of all potential dangers for 360 degrees around the car; lane keeping; radar cruise control; automatic braking and pedestrian collision protection.If you should still be caught up in a serious collision the E-Class will do its very best to minimise injuries.Most of our driving time in the revised E-Class sporty models was done behind the wheel of the all-new biturbo V6 and we loved the effortless surge of torque as we took it over the high side of 200 km/h on several occasions on the famed unrestricted sections of an autobahn.Ride comfort proved excellent on the European roads, which are generally in better condition than those in Australia. Tyre noise doesn’t intrude to any real extent, even in the cabriolet when the roof is closed. Should you open the roof – and we must admit that with the temperature generally round the 12 to 14 degree mark we didn’t do a lot of topless motoring – you can still enjoy some comfort thanks to the heated seats and optionally-fitted Airscarf. The latter blows heated air onto your shoulders.Handling is good due to the low centre of gravity and the balance offered by the front-engine rear-drive layout and by the dynamic precision built into these sporting machines.

With two fewer doors and one less seat than the sedan on which it's based, the E Class coupe or cabriolet is always more about subjective choice than sensible decision.With the new (or at least massively revised) range, however there are seriously sound reasons to sacrifice the grimly practical for the madly stylish. For the first time in relevant history the E Class coupe starts under $80,000 and the cabrio for less than $90K.Here in August, two months after the new E sedan and wagon, all two door variants now represent better value. And, without being at all subjective, whether its lid is nailed on or droppable, it looks cooler.VALUEIt's slightly disconcerting to realise the lack of real rivals for this long standing line of grand tourer. Only Audi with its A5/S5 range can match each variant, but while the merits of these vary wildly, all are notable for lacking a Tristar emblem. And now it's the perceptibly less desirable marque that wants for value.The entry Es, on the other hand, want for little. It is only the 10 grand extra on top of the coupe's $79,900 sticker for the cabrio that seems a little rich.Both entrants, hard and soft top, run the wholly adequate 2.0-litre turbo petrol four, ride on 18-inch alloys and come standard with COMAND multi-media system with reversing camera, blind spot indicator and leather.It's the whole package, one likely to draw first timers to this lush part of  the Benz catalogue. Indeed this duo is priced in such a way as to have them leap over from C-Class or to not bother waiting for BMW's forthcoming 4 Series.Those returning to these pastures will gravitate to the E250, which in petrol form is $96,400 and $106,400. Only the 250 coupe comes also as a diesel ($98,900).No one wanted that scent and sound mingling with open air motoring, so the diesel cabrio goes. All 250s get 19-inch artwork for wheels, Drive Assist active safety package and LED lighting. At a price slightly down on the cars they replace, they are reckoned to contain some $15,000 in added value.No more V8. No need. The bi-turbo V6 of the E400 runs all of 0.1 second slower to 100km/h, much leaner and some $50,000 cheaper at $128,900 for the coupe and a cheeky $142,900 in the cabrio.Standard is digital radio (as hard to do without when you've become used to it as on demand cable TV) 360 degree camera and, in the coupe, full length sun roof. So do you really need to drop the extra on the drop top?Various option packages can be had, though rightfully only the top model should be seen sporting AMG kit - a $7100 ask that brings enhanced dynamics to match the visual bling. The cabrio's key addition remains Airscarf, which with the top down, blows warm air around your neck as the seat heaters send it to where the sun don't shine.TECHNOLOGYEven in its mildest E200 form the turbo four is mighty impressive. In full fat 155kW and 350Nm mode it consigns naturally breathing V6s to the dustbin. Only at 110 miles per hour, not our legal limit of 110km/h, does it begin to run out of accelerative puff. Not really an issue away from the open roads of the first world then.It's long way up, price and performance wise, to the E400. Scaling that dizzy height rewards with 245kW/480Nm, a 5.2 second 0-100kmh run time yet as little as 7.4L/100km in premium petrol use.Benz's seven speed autos are similarly hard to fault, especially this familiar torque converter unit, which suits the E250's grand touring remit better than the racier and more abrupt twin clutch of the A-Class and Benz's hotter models lines.All engines are turbo charged and all attain Euro 6 emission standards. The ultra low slung new CLA coupe is only Benz that punches through the air with less resistance.Selective damping and powertrain response are, like the shifting paddles, there because they're supposed to be. You could go many a moon without touching any of these.DESIGNA new, cleaner, meaner front end is about all there is to tell it externally from the 2009 vintage. But does it make a difference. LEDs and daytime running lamps ablaze, air vents agape, the two door E looks properly serious.Within the mildest application of chrome lifts an interior that verged on the funereal. Without singling Audi out for slapping, the perceived superiority of its interiors is now surely that - perception. A highlight is the cabrio's rear shelf, cooly colour matched to the exterior shade. It looks the goods in ice white.SAFETYThe boast that autonomous driving has become one step closer is not one some of us greet with joy. Apart from its implications for an already questionable standard of urban driver awareness, removing more responsibility from our shoulders seems not unlike removing someone's foot and saying they're a step away from being able bodied.That said, the so-called Intelligent Drive systems are sophistication embodied. Of these Distronic Plus with Steering Assist is possibly the best indication of the future. In typically sardined urban driving its sensors all but keep you in your own lane and can follow the vehicle in front.If somehow the immense battery of accident prevention devices fails you, or rather you fail them, the E-Class is rated a five star crasher.DRIVINGWhile the wares of BMW are being diluted by the brand's own uncertainty about what it is and who it's for, the E-Class is what it's always been. That is a grand tourer of loping rather than frantic pace, one that takes corners with wafting serenity rather than apex hunting eagerness.Nope, there's still not many more cosseting ways of getting across vast stretches of bitumen. On some of the few expanses of patchwork bitumen in northern Germany, the E250 cabrio pretty much canters in the unruffled way it does on the snooker table smooth autobahn, making light of its hefty 1765kg kerb weight.Want something more substantial under the bonnet? Well, you surely don't need it. This peach of a compact engine lacks only a nice note. Indeed, no soft top has any right to ride this quietly. Aside from almost ambient wind rush, it's pin drop silent. That's lid up.This Carsguide reporter's singular record of attracting rain when and wherever he's driven any sort of open top car makes him suspect he's a mass of positive ions. It poured. The top stayed up.The elements are not an issue in the coupe. Nor is much of anything, except the need for passengers to clamber into the back. A backseat, however, is what all other considerations take when the E400's exceptional bi-turbo V6 is front of you.What a thing it is, a lagless leaper off the mark, pouring on the torque with the least throttle opening, barely bothering to kick down a gear. Seldom will the right foot meet the floor. The note is nicely imitative of the V8 with which you'd no longer bother.If you're all interested in what's beneath the bonnet, this surging but refined powerplant is among world's best practice.VERDICTNo real rivals. If you want the refinement and effortless ability of the E-Class in a classy, cool shape (and who the hell doesn't?) it's never been better value.Mercedes-Benz E250 ConvertiblePrice: from $106,400Engine: 2.0-litre 4cyl turbo petrol; 155kW/350NmTransmission: 7-speed auto; RWDThirst: 6.2L/100kmMercedes-Benz E400 CoupePrice: $128,900Engine: 3.0 litre biturbo V6; 245kW/480NmTransmission: 7-speed auto; RWDThirst: 7.4L/100km

The brawny British sports car is back from the dead, thanks to Jaguar and its impressive new F-Type roadster. It's taken 40 years for the cat car company to find the cash and commitment to re-join the Porsche players, but it's done the job right.Say what you like about the styling, or the supercharged V6 and V8 engines fitted old-school in the nose, but the F is a rorty romp to drive and a car that grows on you with every passing kilometre. And the soundtrack from both engines is fantastic.The prices are not great, starting at $139,000 in Australia, and the F-Type is a bit chunky despite its alloy construction, but all my doubts are erased during a fast blast out of Pamplona during a personal running of the bulls. I'm not draped in white, and I don't have a red scarf around my neck, but nothing can catch me this morning and the F-Type smears me with a smile that won't quit.The first of the new Fs lands in Australia in August and it's likely there will be a queue - especially for the mid-range car, the F-Type V6 S that balances everything the best and makes the most compelling case to reject a Boxster S or 911 Cabrio for something boldly British.The pricing is not as sharp as some people had hoped, but the showroom stickers sit exactly where Jaguar always said they would be. That means the $139,000 opener for the regular F-Type is pitched between the Boxster and 911 numbers, and closer to the lesser of the Porsches.Standard equipment is exactly as you would expect, from aircon and 18-inch alloys to sports suspension and brakes, electric leather seats with suede facings and twin exhaust pipes.Skip up to the V6 S from $171,400 and you also get an active sport exhaust, 19-inch alloys, a limited-slip differential and full leather seats. The top-line V8 S adds four exhaust pipes under the tail, 20-inch alloys, an electronic active differential and more.There is a giant touchscreen in the dashboard, punchy Meridian sound in all cars. To put the prices into perspective, a Boxster S starts at $133,000 and a 911 Cabrio from $254,600. And Jaguar has also gone all working class with the F-Type, including free scheduled servicing for three years or 100,000 kilometres.The starting point for the F-Type is an all-alloy body with what Jaguar calls a Z-fold canvas roof, which does its work in 12 seconds at up to 50km/h.So the basic structure is very, very strong and quite light - not just a coupe that's had its top chopped - and the engines are all supercharged, and hooked to Jaguar's regular eight-speed automatic with heavy re-tuning for manual-style sports shifts.The engine numbers are 250kW and 450Nm for 0-100km/h in 5.3 and 9.0 litres/100km in the starter car, rising to 280/460 and 4.9/9.1 in the V6 S and then 364/625 and 4.3/11.1 in the V8 S.The cars come with satnav and plenty of cabin fun stuff, but the basics are old-school with fully-independent suspension, big brakes at each corner, and rear-wheel drive with wide tyres. Jaguar has even rejected electric power steering because it says its variable hydraulic system gives better feel, although the cars all have stop-start systems for a little better efficiency.You have to sit the F-Type alongside its predecessors to really understand it. Yes, it's chunky - and, for me, a bit like a more-muscular Honda S2000 - and it sits away from the other members of the current Jaguar family.But that has been the Jaguar way in the past and it looks right beside the C-Type roadster and D-Type Le Mans racer. In this company, the classic E-Type looks way too dainty and - call it sacrilege - and out of place.The shape is tightly drawn, the cabin is roomy with some nice design touches - including a passenger grab handle on the centre console - there is reasonable boot space and the folding top is well integrated into the design. It also sits nicely away without forcing Jaguar to include a heavy folding metal roof.No-one at Jaguar talks ANCAP scores because "this is a limited-run sports car" and it is not likely to be crashed through the full battery of tests. But the structure is strong, there are four airbags and built-in rollover protection, and the usual ABS-ESP electronic systems are backed-up by classy dynamics that makes it tough to get into trouble.You can talk all you like, and fire up endless facts and figures, but the only thing that counts for a sports car is how it drives. And the F-Type is a great drive. My first experience of the F-Type is not as emotional as a dropping into a Porsche, but the brawny Brit really stars with things like blacked-out wheels and the right sports car colours. But when the V6 engine starts cracking up towards the redline I'm hooked.You sit right down in the car and there is terrific wind protection with the top down. With the roof in place you might as well be riding in a coupe. Over two days we begin in the basic car, then move to the V6 S for track and road driving, then graduate to the V8 S on the second morning.It's a smart move by Jaguar - no surprise there - because the cars get quicker and more involving as you gain experience. That also means you can push harder and find more to enjoy, and exploit.The basic F-Type impresses with its rigid chassis and an engine that just does the job. It needs a rev but the gearbox is terrific, slurring around the Spanish cities like a regular auto but delivering rifle-crack manual shifts when you unleash the sports programs in the car's electronics.The V6 S is the Goldilocks car, just right in every way, with an engine that gives everything you need - especially with the active sports exhaust delivering a cracking soundtrack to the action - a chassis with limited-slip assistance for turns, and great brakes and a very supple ride.The V8 S delivers almost supercar-style straight-line performance that is intoxicating, and sure to win people across from Porsche, but the downside is extra weight in the nose that upsets the chassis balance. It's not bad, but keen drivers will notice the deterioration in front-end grip and a need to pre-plan any quick cornering."My favourite is the V6 S, because it all works so well together," Jaguar's chief test driver, Mike Cross, tells me during a special Carsguide tuition session. "In the V8, you need a lot of talent or a lot of road."What's not to like? The steering wheel is not very sports car, with too many 21st century fiddly buttons, there's not much boot space and the pricing means a lot of Jaguar wannabes won't be able to afford an F-Type.But the more time I spend with the F-Type the more I like it. And, yes, it's even a car I could come to love as a V6 S. The chassis is always incredibly well balanced, you can brake late and hard without worry, and all three engines provide enough crack to get you going. The V6 S is easiest to keep in the sweet spot, either fast or slow, and the V8 is the right choice for long-legged touring.The F-Type is a real sports car in every way, yet you can also sit back and cruise in traffic and even dribble through stop-start commuters without the car getting grumpy. It's impossible to give a final verdict after such an exhilarating Spanish preview drive, because Jaguar has presented the car in the best possible way and there are no Porsches - or even AMG droptop Benzes or costly Aston Martins or Maseratis - for comparison work.But the F-Type is a landmark car, a special car that is a fantastically rewarding drive, and certain to be a success. I'm giving it four stars for now, with space to lift the grade once I have driven it at home in Australia.It's been a long time coming, but the F-Type is worth the wait.

To understand the brawny new F-Type Jaguar you have to forget the classic E-Type. The new beast is a throwback to the D-Type racer than dominated at Le Mans in the 1950s, not a revival of the style-driven sweetie from the sixties.It's tough and tightly-drawn, all about making an impact and going fast.Jaguar has been missing a sports car from its lineup for just on four decades, but the success with the mid-sized XF and XJ limousine have provided the cash and credentials to finally get back to the sharp end of its business. And it's way, way more focussed than the lardy old XK . . .The F-Type is great news for sports car shoppers, since it is capable of going toe-to-toe with Porsche and makes Aston Martin's roadsters look dated and irrelevant.It's not cheap, with a starting sticker of $139,000 for the basic supercharged V6 model and a top-end whack of $202,300 for the V8-powered S, but it is good value when you look at the Boxster S and 911 Cabrio which are its obvious rivals.The F-Type is strictly a two-seat convertible, packing everything from aircon and satnav to leather seats and alloy wheels that range from 18 to 20 inches. Its old-school folding canvas top does the job in 12 seconds at speeds up to 50km/h -- But 50 is just the start for a car which has been developed for fun runs on the world's favourite roads.It's a classic roadster with the engine in the nose, and eight-speed automatic gearbox in the middle - but tuned by Jaguar and ZF to give manual-style shift feel and timing - and drive to the back wheels.The engines start with the  3-litre supercharged V6 that makes 250 kiloWatts for a claimed 0-100km/h time of 5.3 seconds, then the V6-powered S jumps to 280 kiloWatts and 4.9 seconds, with the supercharged 5-litre petrol V8 producing 364 kiloWatts for a sprint time of 4.3 seconds. The V6 S has a mechanical limited-slip differential and the V8 gets an electronic diff in the tail. There are no diesels and no fours.Jaguar has done lots of honing and fine tuning, right down to switchable driving modes and active exhausts - twin tips on the V6s, four pipes for the V8 - that cut loose a banshee howl under acceleration and a fireworks performance of cracks and bangs on twisty roads.The look of the F-Type has become familiar over the past two years and, in some ways, it's a bit like a Honda S2000 that's been in the gym. At least, that's my first impression.But after two days I can see that it's another new direction for Jaguar's design team under Ian Callum, who refuses to be predictable or boring.But the F-Type is all about driving, so here we go. The V6 is a nice car with a comfy cabin and enough power and grip for most drivers. The V6 S lifts the bar and is the Goldilocks car - just right - with real stonk in the engine room, the trick differential to drive you round corners, and the genuine speed that makes track laps in Spain both fast and rewarding.The V8 S is something else again. It's a bit heavy in the nose, which means you have to think before you turn, but the punch is truly supercar fun. And the noise . . .The F-Type is sure to be a success and Jaguar is already working on a coupe that will allow it to unleash an RS model that will be truly special. But, for now, the F is great, Jaguar is back in the sports car business, and the world seems right.

What defines a sports car? Is it an arbitrary set of numbers--weight limits, 0-110km/h times, lateral g forces? Or is it something more emotional, something that can't easily be quantified? I tend to think it's the latter, and the 2014 Jaguar F-Type presents a convincing case in support of that tendency.Running strictly by the numbers, the F-Type falls a lot closer to the Grand Tourer class than it does to any classical (or even fairly modern) definition of a “sports car.” But behind the wheel, the F-Type's spirit, the feeling it evokes in the driver, rails against classification with 1800kg tourers.Weighing in at 1,597 to 1,665 kg, with a footprint that's 6 per cent larger than the 2013 Porsche 911's, the F-Type is no minimalist enthusiast's machine. With up to 364kW on tap -- and 250kW in its least-powerful form -- it's also not a lesson in momentum maintenance and apex speeds.But between the balanced street-tuned suspension, throaty exhaust notes, abundant torque, balanced chassis, and massive grip, the F-Type ultimately validates Jaguar's claims of a return to the sports car game--whatever the numbers say, whatever the time lapse since the last one.There are three main flavours to the 2014 F-Type: the base model, named simply “F-Type,” the F-Type S, and the F-Type V8 S. Between the three, the primary differences are engine output or type; optional equipment availability; and suspension configuration. The base F-Type sports a supercharged 3.0-litre V-6 engine rated at 250 kW. Good for 5.1-second 0-60 mph (0 to 97 km/h) runs and a top speed of 161 mph (259 km/h), the base F-Type comes standard with 18-inch wheels and cloth seats. It's the lightest of the group, weighing 1,597 kg, but it misses out on the Adaptive Dynamic Suspension system, which improves not only ride quality, but handling, in the V6 S and V8 S, where it's standard.The base F-Type also misses out on Jaguar's very well-tuned performance electronics system, available only on the S and V8 S. With a Configurable Dynamics option offering control over throttle and transmission response, steering weight, and suspension settings (for Adaptive Dynamics-equipped cars), the F-Type lets you tailor the car's driving feel to fit your uses.Jaguar F-Type with heritage cars. But what's it like behind the wheel? In base form, the F-Type is quick, but not particularly inspiring. The low-end torque is good, but, given the car's weight, not great. Once you muscle past the 3,500-rpm mark, however, things liven up greatly.If you've opted for the two-mode exhaust system (our test car was fitted with it) the sound wakes up even more, right around the same transition point. Going from quiet and understated (if a bit pedestrian) the sound comes alive, giving even the base F-Type a pleasant bark, particularly on upshifts and downshifts.When it's time to wipe away the perma-grin installed by straight-line pedal mashing and start turning corners, the F-Type is equally happy to oblige. Well, mostly, anyway. In base form the F-Type gets Continental ContiSportContact2 “max performance” summer tires.Those tires are good, but, ultimately, not great. Grip is fine, and the tires are communicative in the auditory sense, but there's little feedback returned through the wheel. Part of the blame there lies with the Jaguar's steering, however. As a non-electric power steering setup, you might think there are no good excuses for less-than-awesome feel.You'd be right, but that doesn't mean that's what you get with the F-Type. In fact, you get decidedly non-awesome, rather numb steering feel with the F-Type, particularly in base form. Part of the blame for this shortfall also undoubtedly lies in the F-Type's not-so-trim weight.Even approaching 50/50 weight distribution--with passengers, again--that means there's the better part of a ton over the front contact patches. Mid-engine and rear-engine cars (and light front engine cars) are often lauded for their steering feel--feel that is, in part, due to the relatively lightly loaded front axles, and, consequently, tires.2014 Jaguar F-Type first drive. It's not all bad news when it comes to steering, however; steering weight is good, and the variable ratio is quick and intuitive--the cars reactions are nearly as quick as the driver's.The inherent balance of the F-Type, from its spring and damper rates to its near 50/50 weight balance (again, with passengers), the F-Type is well-poised. It's just a bit less communicative about what's going on with the front end than we'd like to see in a sports car.Stepping up to the middle of the F-Type range, you have the $81,000 US (Australian pricing is still to be revealed) F-Type S. Not to be confused with the F-Type V8 S, the F-Type S is powered by essentially the same 3.0-litre supercharged V-6 engine, just in a higher state of tune, the (V-6) S is good for 279 kW and 4.8-second 0-60 mph (0 to 97 km/h) runs.Best of all, the extra power and torque in V6 S trim relieves the car of its sub-3,500-rpm dead spot and gives it a lively, quick feeling in all conditions. The bark, too, is sharper. Uncork the F-Type V6 S in Dynamic Mode with the “googly eyes” dual-mode exhaust button switched on, and I challenge you not to smile. Most will break out in giggles.In F-Type V6 S form, Pirelli PZero tires on larger 19-inch wheels take over grip duty--and the improvement is immediately noticeable. Steering communication is more abundant thanks to less sidewall flex, though, overall, feedback remains muted.But the chassis itself appreciates the extra grip and readily puts it to use. The communication lacking through the steering wheel is made up for by the input coming back through the seat and pedals; in cornering, the balance of the car is easily discernible.Power out of a corner and you'll sense the impending tail-out attitude just before it happens; hammer the brakes and the car dives just enough, maintaining stability while slowing with force. The Adaptive Dynamics suspension system takes much of the credit here, too, offering up to 500 adjustments per second to adapt to the driver's inputs and the road itself.Modern adaptive damper systems have come a long, long way from their rather recent origins, and the F-Type's system is among the most seamless. That chassis is 30 per cent stiffer in key lateral sections than any other Jaguar, ever. It's also almost entirely aluminium. And it's clear that Jaguar's engineers have spent a lot of time tuning and refining both ride and handling.The only question we have is why it's so heavy--especially given the abundant use of aluminium. Unfortunately, under direct questioning, Jaguar's engineers weren't able to give a good reason. But the F-Type is, by sports car standards, heavy. In V6 S form, it weighs 1,614 kg. That's more than 135 kg heavier than the 2013 Porsche 911 Carrera S Cabriolet. And the 911 has 15 more kilowatts. And a back seat.There's more to the F-Type yet, however: the $92,000 US V8 S. Powered by the familiar 5.0-litre supercharged V-8 found (in similar form) in other Jaguar products, the F-Type V8 S generates a stout 364 kW. Tipping the scales at 1,665 kg, it's also the heaviest F-Type, but 68 kg heavier than the base model is a relatively small penalty to pay for all of those ponies.Surprisingly, at least to me, the V8 S doesn't feel any less nimble or ready to run than the V6 S. The extra weight—51 kg in this case -is simply too little to notice; there's no additional penalty in feel.That leaves the throaty V-8 engine to add a definite element of awesome, roared by its quad-tipped exhaust and then immediately seen on the rapidly rotating speedo needle. Jaguar quotes the 80-120 km/h acceleration time of the F-Type V8 S at just 2.5 seconds--a full second quicker than the base F-Type. I believe it.I also believe the V8 S's 300 km/h top speed--very quick indeed for a sub-$100,000 US convertible. It's surprisingly easy to get a significant fraction of the way there without realising it, too. With its abundant power and speed, the F-Type V8 S can almost feel more like a compact grand tourer than a sports car, particularly once the road opens up and straightens out.In this scenario, it has the composure and pace of a dedicated continent-crosser. But as soon as the curves return and the sight lines shorten, it perks its ears, eager for the challenge. Because of these V-8 factors, we also believe Jaguar's estimate of about half of U.S. buyers opting for the top-of-the-line F-Type V8 S, the rest split fairly evenly between the base and V6 S models.The F-Type has been almost universally acclaimed as a beautiful car. Why? It has headlights, a grille, fenders and flares, just like every other car. Because of the proportion and shape of those elements; because of the organic curves and ratios; because of the attention to detail. But also because of something less easily quantified, some essence that is uniquely Jaguar.Jaguar Director of Design, Ian Callum, admits there are few direct cues to Jaguar's illustrious sports car past--in fact, the idea was to design in an entirely new direction, but with the ethos that inspired those past designs.That ethos was put in place by Jaguar founder William Lyons; its core tenet: to do something new, original. In that, the F-Type succeeds, even while it relates to Jaguar's other new cars, particularly the XK. Inside, the idea was to capture the spirit, if not the detail, of the earlier cars as well. While the cockpit is entirely modern in look and feel, the choice of a shift lever (or joystick) instead of the round dial selector found in other Jags, as well as the shape and location of the knobs and toggles along the centre stack, were all chosen to give an impression of mechanical simplicity--despite the advanced electronics they control. The interior, like the rest of the car, is also extensively customisable. While the design is exquisite, somehow quintessentially Jaguar yet also new and modern, how does the package that design's wrapped around stack up? The answer: Fairly well--though there are a few issues.Trunk space, for one, is minimal. Even apart from the space stolen by design to stow the Z-fold soft top, the floor of the trunk is quite high, and the suspension towers intrude at the sides. The result is a space that's barely suitable even for smaller bags, and not deep enough to contain much in the way of a real suitcase--a potential issue for those wanting a weekend getaway car.The cockpit, too, is a bit short on space. In a car with a footprint 6 per cent larger than the 911--which offers a backseat and a reasonable front trunk--you'd expect ample leg room. Not so. In fact, the shortage of leg room requires a more vertical seating position (at least for taller drivers) than is truly comfortable, as the seatback runs into the rear bulkhead.For passengers, it's worse, as the floorboard doesn't extend as far forward as it does for the driver's pedals. Knee room is tight, as well, making for a bit of discomfort for long-legged drivers (like myself) on longer drives. The rest of the cockpit, however, is as spacious as it should be--shoulder, hip, and headroom are good.The seats, in particular the upgraded leather-wrapped sport seats, are fantastic. Adjustable side bolsters and lumbar support make for a highly tunable seating position, from relaxed and cruising to snug and sporty.The biggest issue with the F-Type, for some, will be the lack of a manual transmission. The eight-speed Quickshift transmission in the F-Type is a rather athletic take on the slushbox concept, with quickened shifts and a 100-per cent lockup that skips the torque converter once out of first gear. But it's clearly not a manual--and not a dual-clutch either.The Quickshift's actual gear changes are quick, indeed--on the order of dual-clutch quick--but there's a lag between driver request (via paddle or centre console joystick) and transmission action. It's a noticeable lag, even in Dynamic Mode.In some cases, the transmission simply doesn't respond, perhaps thinking better of your ill-informed manual shift point. Whatever it is, it's a touch balky and difficult to use in manual mode. Fortunately, it's quite good in fully automatic mode.So good, in fact, in Dynamic Mode, that you're unlikely to wring anything more from the car shifting on your own except frustration. When left to its own devices, the Quickshift in the F-Type downshifts intelligently, upshifts quickly, and avoids interfering in corners thanks to its Corner Recognition software.The question I started out with--the question that remained with me through much of the day and a half driving the 2014 F-Type--is whether the car can truly be called a sports car. The answer, raw and subjective as it is: it can. It's not a minimalist, pure execution of the theme, but it's a sports car. A luxurious, (mostly) comfortable, beautiful, powerful sports car. And that sound. Oh, the sound.www.motorauthority.com

We are in a holding pattern ahead of the all-new, Italian-cloned roadster set for landing in 2014 and to settle our impatience and keep us amused, Mazda rolls in a reheated MX-5.It's not what we are waiting for but it's enough of a distraction to rekindle interest in a car that for 23 years has globally kept the spirit of roadsters alive. Yes, it's really good to drive. Few cars are as simple, as forgiving and as fun as the MX-5.The Toyota 86 and its sibling, the Subaru BRZ, are cut from the same cloth but - as yet - can't lose their top.Where the MX-5 falls down badly is value for money. But more than 16,000 Australian buyers have, since 1989, forgiven its price tag and bought what is arguably the cheapest classic car on the market.Not a lot, to be frank. But if you measure value in terms of emotion, fun, ownership comraderie and the simplicity of motoring, theMX-5 is a winner. It costs $47,280 in its most basic, six-speed manual guise with a metal folding roof (fabric roof models are discontinued) which is $460 cheaper than its equivalent launched in 2006.But the cash doesn't go far. Even Bluetooth is optional. Cruise control, four airbags, 17-inch alloys (but no spare), an electric folding composite-material roof, seven-speaker audio (but no Bluetooth) and leather seats are standard. Add $2605 for BBS alloy wheels and Recaro seats made of leather and alcantara.Same as, really. The grille is a bit deeper and there's a new bumper - which weighs 0.4kg less than the old one - and lip spoiler, and the trim colour in the cabin is different. It's still a cutey at a scratch over 4m long, is as ridiculously low as die-hard rivals from Lotus and Caterham, has a boot that can take a soft overnight bag and a roof that folds so neatly that it doesn't affect the minimal boot space. It's not made for big people and of course, it only holds two.This is a simple car that's based on the Lotus Elan principle - compact, cheap to build (but expensive to buy) and using as many off-the-shelf components as possible. There's a 118kW/188Nm 2-litre petrol engine in the front, six-speed gearbox behind and drive to the rear over multi-link suspension. Even the steering remains hydraulic and there's no annoying stop-start system. Sometimes the simpler things in life are best.This is a four-star crash-rated car with four airbags. It has all the relevant brake aids such as electronic stability and traction control. But it has no spare and to be honest, it's not a car that brims you with confidence when travelling alongside other - always bigger - traffic.Sometimes you have to forget about the price and the lack of some features that we take for granted. On the open road, the more undulating and tightly curved the better, the MX-5 revives that sense of being at one with a car. It's compact, condensed and almost cramped behind the steering wheel but it fits the body like a glove and responds immediately to the driver's deflections.The steering is sharp and the engine, looking a bit deflated in output, is actually a good balance for the handling. The engine is also broad in its torque delivery - good for the city - yet will rev cleanly to 7000rpm and above. The firm suspension and placement of the seats close to the rear axle invite the tremors of road undulations into your spine, but that comes with the territory.Roof up it's relatively quiet - though there is some wind whistle - and down, the cabin is quite comfortable when the windows are up and the standard wind deflector is in place.

Think of a butterfly knife and a Bowie - both are sharp but they cut in different ways.It's like that in two of the key Porsche models - the Boxster S and the brawnier 911 coupe we recently drove, the folding one is a finer and not as beefy, but both can carve through corners and put a big smile on the driver's face.The 911 is on the wrong side of $250,000 but the Boxster S is far more reasonable, starting at $133,300.VALUETwo seats, two boots, a mid-mounted flat-six and a $133,300 pricetag, which also gets sports seats, a touchscreen satnav and USB/Bluetooth-equipped sound system, dual zone climate control, a fully-automatic electric roof that can be erected in less than 10 seconds at speeds up to 50km/h, wind-blockers, power windows and mirrors, sports steering wheel sans any control buttons.The instrument panel has the tacho in the middle, with digital speed readout, speedo to the left and a digital screen for a number of driver in readouts (a la 911) with several display options including satnav instruction.The test car's pricetag had risen to $144,000 with the fitting of amusingly named PASM - Porsche Active Suspension Management - for $3390, 20in Carrera S wheels priced at $3390, $1850 "worth" of metallic paint, electric sports seats for $890, folding mirrors for $690 and the sports steering wheel for $490.TECHNOLOGYHere's where life gets interesting in the new Boxster S - a 3.4-litre flat "Boxer" aluminium six-cylinder, water-cooled with four overhead camshafts and four valves per cylinder.The engine has an intake system that's been optimised for induction noise, as well as using direct injection and variable valve lift and timing on the inlet side.For those looking for a little more frugality in their fun, there's a quick and smooth automatic stop-start fuel saver function, although that can be disabled by its own button or by deploying the Sport mode; it also charges the electrical system with brake energy recovery.The result - 232kW of power at 6700rpm, with peak torque of 360Nm between 4500rpm and 5800rpm.That's not being asked to haul a lot of lard either - the soft-topped roadster weighs 1320kg and uses aluminium (doors and bootlids) and steel in the body.The vehicle is 35kg lighter than its predecessor and the model line-up has not increased greatly in weight since its introduction in 1999, when it proffered up 185kW and 305Nm within a 1295kg package.DESIGNThe Porsche design crew maintain evolution over revolution for its motto, so there's no doubt what you're looking at is a Porsche.Measuring just 32mm longer overall, the wheelbase is up 60mm (noticeable for taller drivers getting settled in the cabin), track has increased front and rear for a squatter, more aggressive look, it's 13mm lower in overall height with a lower rake to the windscreen.The Boxster has new-look bi-xenon headlights, wider air intakes and an LED tail-light section that has the rear automatic spoiler integrated within.The roof is its own tonneau now and while the twin-pipe exhaust to differentiate the S have been retained, they're nestled into a proper rear diffuser.The cargo space front and rear measures 280 litres all up - 150 litres in the snout and 130 litres above the engine.SAFETYDon't expect ANCAP to slam one of these into a pole for a crash test rating anytime soon, but the Boxster S has no shortage of safety gear - stability and traction control, anti-lock brakes, dual front and side airbags and whopper stoppers - grabbed by four-piston aluminium calipers front and rear, the front wheels cover 330mm drilled and ventilated discs, the rears are slightly smaller at 299mm.DRIVINGThe Boxster S has grown despite the shadow of its longer-running sibling but this is a vehicle that deserves its own spotlight. The snug cabin is better accommodates taller occupants now and that's thanks to a little more wheelbase. The car-shaped key sparks the flat-six behind your left hip-joint into life and it snorts and snuffles into life.Hit the Sport button and its woofle gets more pronounced as you blip the right-hand pedal.The test car is a six-speed manual - something of a rarity not just in Porsches but across the board - but snicking the short-throw lever into first and idling quietly away, the clutch and shift action quickly becomes fun again.As does the soundtrack - induction noise, metallic yowl, smile, change gears, do it all again. It's not as brutal as the 911 in terms of acceleration - that would never do - but it sings nonetheless.A series of bends delivers the Boxster's coup de grace - balance. The poise of the mid-engined chassis is kart-like - you point with the steering wheel, which has no other control system apart from directing the front wheels - and it turns.So connected is the front end to the steering wheel it is almost almost surgical, no fears about electric power steering here, the Porsche system nails it. It can play a little under brakes and again with the rear axle on corner exit, but largely it just scythes through a bend and onto the next one. Beautifully.The test car had the optional adaptive suspension but only on a perfectly-surfaced road or a racetrack would you really need it. It's control and bump absorption in normal mode is talented enough for any public road.Around five seconds (the PDK is a smidgin quicker) to 100km/h and its brakes would bring it to a halt in short order too - US testing showed it would stop from that speed in about 31 metres, around six metres sooner than your average small family sedan.Fuel use isn't outrageous either - the ADR highway-biased claim is 8.8 litres per 100km, but the trip computer was saying 12.4l/100km (at an average 44km/h) after our week in the little German beauty, no mean feat given some of the pro-active driving undertaken.The Boxster experience is honest and epic, orchestral and sublime - a car you could (and would want to) drive every day.PORSCHE BOXSTER S MANUALPrice: from $133,300Warranty: 3 years/unlimited kmResale:  61 per cent (Source: Glass's Guide)Service interval: 20,000km/12 monthsSafety rating: not testedSpare: mobility kitEngine: 3.4-litre direct-injection variable-valve flat six cylinder, 232kW/360NmTransmission: 6-speed manual; RWDBody: 4.4m (L); 1.8m (w); 1.3m (h)Weight: 1320kgThirst: 8.8 1/100km, on test 12.4; tank 64 litres; 206g/km CO2

Convertibles, or cabriolets as they have become known, have had a resurgence in popularity in recent times and for good reason. Where they were basic and offered little refinement they now rival their closed cousins in comfort and convenience. Buy a cabriolet today and you lose almost nothing compared to a coupe.NEWThe Audi A5 cabriolet launched in 2009 delivered open-air motoring with all the closed-car refinement you could wish for. Audi chose to employ a conventional soft-top instead of a folding steel roof that many carmakers now offer, even on cheaper models.The A5's roof was a lightweight fabric one with a flat, clear glass rear window. With the roof up the cabin was quiet and comfortable, there was none of the buffeting or wind noise that was synonymous with convertibles of old. When wanted the roof could be lowered at the flick of a switch mounted on the centre console.A matter of just 15 seconds later it was folded away out of sight in the rear compartment. It was full automatic, and if needed it could be done while on the move at 50 km/h should you need to avoid getting wet.It only takes up a small amount of storage space, leaving plenty for luggage, and if the boot is full and there's insufficient space for the roof when you go to lower it an alarm sounds to warn you and the roof won't open.The A5 is a full four-seater able to accommodate four adults in comfort, and if needed the rear seat can be folded flat to create a large luggage space through to the boot.Audi offered the A5 cab with two petrol engines, a 2.0-litre turbo four and a 3.2-litre V6, and a 3.0-litre turbo-diesel V6. The entry model came with the 2.0-litre engine, CVT transmission and front-wheel drive; all others came with Audi's Quattro all-wheel drive system.All others came with a 7-speed dual clutch auto and the Quattro all-wheel drive system.NOWThe disadvantage of a cloth roof like the Audi's is that it wears and can be affected by the sun, sleet and snow. When checking the roof, run it up and down several times, when stationary and when on the move at slow speed, and make sure it goes up and down smoothly.Check for wear, particularly at the points where the roof folds, and check for rips and tears in the roof fabric. The A5 has a glass rear window, so there's none of the fogging associated with plastic windows of years gone by.Look for evidence on the inside of exposure to the sun, looking for trim that has faded or become brittle. Also pay attention for squeaks and rattles when test-driving a cabriolet. With a less sturdy body structure than a closed car they are more prone to developing body squeaks and rattles.The A5's transmissions also warrant thorough testing. Although they are quite different transmissions, one a Continuously Variable Transmission (CVT) and the other a dual-clutch DSG automatic, they can have issues that can be expensive to rectify.When test-driving your potential purchase put it through its paces at low speed as well as high speed, fast and slow acceleration, and particularly check the take-off to make sure there is no hesitation, no shuddering or jerking, and progress is smooth and uninterrupted.Also give the car a thorough inspection, externally looking for bumps and scrapes, and under the bonnet where you should look for oil or coolant leaks.SMITHY SAYSA great cruiser if you're looking for a cool summer ride.Price new: $79,400 to $116,500Engine: 2.0-litre turbocharged 4-cylinder, 132 kW/320 Nm: 3.2 V6, 195 kW/300 Nm; 3.0-litre V6 turbo-diesel, 176 kW/500 Nm.Transmission: CVT, 7-speed DSG; FWD, AWD.Economy: 7.4 L/100 km (2.0T), 8.2 L/100 km (V6), 6.9 L/100 km (TD)Body: 2-door cabriolet Variants: 2.0 TFSi, 2.0 TFSi Quattro, 3.2 FSi Quattro, 3.0 TDi Quattro.Safety: Dual front, side head airbags, rollover protection, ABS, ESP.COMING UPDo you own a Holden Colorado? 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, NSW, 2010.

If you buy a Porsche 911 you want the phat one. That would be all-wheel-drive Carrera 4 models with the rear flanks flared by 22mm a side to house a wider track and 10mm bigger rubber. The C4 and C4S account for 85 per cent of 911 Carrera sales. They’re sexy, swift and - in less than ideal conditions - more surefooted than their rear-drive counterparts.VALUEThe C4 coupe costs $255,400 for a 3.4-litre flat-six engine with 257kW/390Nm matched to a seven-speed manual. The 3.8-litre 294kW/440Nm S model starts at $289,400 for the manual, while the cabriolet C4 and C4S are $280,900 and $315,000 respectively.Only 20 per cent of buyers go for the traditional shifter even though it now rev-matches, or blips, on downshifts in Sports mode. Most stump up another $5950 for the seven-speed dual-clutch transmission.Standard gear across the range includes an auto-deploying rear spoiler, bi-xenon headlamps, a 12-speaker Bose sound system, satnav, cruise control (adaptive is an option) and a seven-inch touchscreen. S models add six-piston front brakes, a rear diff lock and active suspension with a 10mm lower ride height.TECHNOLOGYA digital display of how the torque transfer system is feed front and rear axles now features on the instrument panel. It’d be handy in the real-world but on the newly resurfaced Phillip Island layout, most of the momentum was achieved down back.Until things get way untidy or you’re accelerating off the line, the C4 and C4S have been engineered to behave like rear-drivers. All transmission s include an auto stop/start setting and the dual-clutch auto adds a coasting function. DESIGNThe wide-bodied 911 fuses form and function into one of the most distinctive and desirable shapes in automotive history.  The heftier rear is an elongated power bulge reflecting the improved grip that comes from a wider track. The grippy leather seats are classic, pampered Porsche and while there’s a bunch of switches to learn, the important ones are below the shifter. Cabriolet owners can raise or lower the soft-top hood in 13 seconds at speeds up to 50km/h.SAFETYSpending $250,000 to throw a relatively low-volume car at a wall doesn’t appeal to EuroNCAP or ANCAP, so the 911 doesn’t have an official score. What it does have is Swiss-watch steering, the mechanical grip of an octopus and a beefy set of brakes overseeing a smart software suite.DRIVINGThere’s a directness to driving a Porsche that that isn’t hurt by the reassurance there’s all-paw grip to help hang on to the black stuff. It’s a dance on wheels and pedals as driver inputs initiate a chain reaction of changes to the vehicle’s poise and pace. They’re transmitted back through the spot-on electric steering, the seat of the pants and the rising pitch of the tyre whine.It’s an engaging driver’s car, pure and simple, and will continue to obsess designers and drivers alike. Yes there are quicker cars for the price but performance is more than sprint times. The C4S officially hits 100km/h in 4.1 seconds. It doesn’t need to slow down for much beyond hairpin turns after that. The engine was built to rev and it demands track days to see anything close to its potential.VERDICTThe 911 has engineered performance into a pedigree with more repute than most European royalty. This generation of the C4 range upholds that tradition with aplomb. Unlike royalty, it is still entirely relevant to modern life.FACTOIDA skid-pan exercise with the C4 and C4S models had to be abandoned after the all-paw cars found too much traction to slide on the wet concrete, even with the stability management software switched off.Porsche 911 C4, C4SPrice: from $255,400-$315,000Warranty: 3 years/unlimited kmResale: 64 per cent (three years, Glass’s Guide)Service Interval: 12 months/15,000kmEngines: 3.4-litre flat six, 257kW/390Nm; 3.8-litre flat six 294kW/440NmTransmission: 7-speed manual, AWDDimensions: 4.49m (L), 1.85m (W), 1.3m (H)Weight: 1430kg-1515kgSpare: Tyre inflation kitThirst: 9.3L/100km (98 RON), 219g/km CO2 to 10.0L/100km (98RON), 236g/km CO2