Convertible Reviews

The Holden Astra convertible is due back in local showrooms later this year after a four-year absence, but the all-new model will be wearing a different badge.It’s part of revival of General Motors’ German brand Opel in Australia and is now called the Cascada, which is Spanish for waterfall, an unusual choice for a car with a soft-top.VALUEWe won’t know how much the Opel Cascada costs until later in the year but its pricing in Germany is a decent clue. There it is priced five per cent less than the Volkswagen Eos and Peugeot CC convertibles, which cost about $50,000 in Australia. The Cascada is bigger than its former peers, too, with the promise of more metal for the money (even if it does have a fabric roof).Opel’s drop-top is now closer in size to the BMW 3 Series or Audi A5 sun-lovers. Previously it competed with the Volkswagen Golf and Peugeot CC cabriolets in size. Given its new dimensions Opel may be tempted to inch the price of the Cascada closer to the $80,000 starting prices of its similarly-sized German peers.However, that would be a brave move. If Opel can get the Cascada comfortably under $50,000 it will have a winner on its hands.DESIGNIt might have the Astra’s familiar good looks but the only exterior parts carried over are the headlights, front fenders and door handles. The rest is all-new. It sits on the same underbody as the Opel GTC coupe but has extra strengthening to compensate for the lack of a roof.Imagine twisting a shoebox with its lid on, now imagine twisting the same shoebox box with the lid off and you’ll understand why the extra bracing is required. The structural reinforcements add up to 150kg to the car’s overall weight compared to the coupe.Opel opted for a fabric roof (with extra sound-deadening as an option) because it is lighter than the folding metal roofs (50kg all told) and more compact. This gives the Cascada a decent-sized boot (280 litres with the roof down versus 380 litres with the roof up). The boot is quite shallow but at least the back seats flip down so you can fit larger cargo (180cm long and 570cm wide if needed).TECHNOLOGYOpel claims to have invented a special coating for the leather seats that reduces the temperature by at least 30 degrees Celsius no matter how hot the day, and whether the roof is up or down. We weren’t brave enough to test the theory with the backs of our legs. Besides, it’s winter in Europe any way. We’ll add it to the ‘to do’ list.When it comes to convertibles the figure that matters most is not the 0 to 100km/h time but how long it takes for the roof to open or close. In the Opel Cascada’s case, it can lift its lid in 17 seconds, and then put it back on in the same amount of time. Only the Audi A5 (15 seconds) and Volkswagen Golf (9 seconds) can deliver open-air driving quicker, according to figures supplied by Opel.The Opel Cascada can also raise or lower its roof while moving up to 50km/h – or while standing next to it and using the remote key fob.Opel’s standard array of bells and whistles are available, too, such as lane keeping, blind zone warning and a crash alert system (although that does not yet automatically apply the brakes as do similar systems from others brands).SAFETYAs with many convertibles the Opel Cascada comes with only four airbags (two front, and two side-mounted in the front seats) because they are difficult to package in the roof or the rear of the car.Nevertheless a five-star Euro NCAP rating would be likely given the extra body strengthening, although the independent authority rarely tests niche models such as this.Stability control and hill-hold assist are standard. A rear camera was fitted to the test car sampled in Europe. We hope this becomes a standard feature on Australian models given that the rearward visibility is limited.DRIVINGIt might only have a relatively small 1.6-litre turbo four-cylinder petrol engine but don’t be discouraged by its size. It is one of a new generation of engines that deliver big performance in a tiny package. And is miserly to boot.The Opel Cascada is not supposed to be a race car but it has sufficient urge to keep with the flow of the traffic and to keep up appearances. There is even a nice, subtle engine and exhaust note for those with a trained ear.The suspension is like a magic carpet ride. I’m not sure what has happened at Opel in the years since its cars left Australia, but they’ve clearly hired some talented people in the suspension engineering section.Most convertibles get a bit of a wobble over rutted roads, and it’s true the Opel Cascada is not as taut as a hatchback, coupe or a sedan. But as far as convertibles go, it’s more than adequate.The suspension tends to glide over the worst the road can throw at it, and yet it’s not floaty. The steering is also pleasant enough, although on the tight European roads the car felt wide.The seats are comfortable, and the roof lived up to its promise of keeping most of the road noise at bay.The only real blots on the report card are the usual complaints about the too fussy and confusing air-conditioning and radio controls, and the fact that we can’t tell you what the automatic is like because there were none available to test.VERDICTAnyone looking to buy a pose chariot that’s nice to drive will feel at home in the Opel Cascada. Anyone looking for a performance sports-car that puts the wind in your hair will likely look elsewhere.

Crowned as one of the best selling sports cars in history, the new Mazda MX-5 is a welcome treat for its large – and still growing – fan base.Base model price has risen slightly coming in at $47,280. Top spec stays the same at $52,010.The tried and tested 2.0-litre four cylinder remains – no surprise there. Even with the base model outputs hold a respectable 118 kilowatts and 188 newton meters.Mazda has made bold changes to the frontal styling of its MX-5. Whereas every model to date had a grille that harked back to the original 1989 MX-5, the latest model follows a similar theme to the other passenger models in the extensive Mazda range.The result is that the latest MX-5 has a deep grille shaped to give it a 3D appearance. The headlights have a gunmetal effect in their surrounds. Foglights are a fashion item these days, so the MX-5’s stand out proudly to attract the younger generation.This is likely to be the final shape of the third generation MX-5 prior to the all-new model that’s due in 2014.Fascinatingly, the next generation of Mazda MX-5 sees the very Japanese Mazda company teamed with the legendary Italian Alfa Romeo organisation.We can’t wait to see what should be an excellent mix of Italian style and Japanese build quality. Cynics joke that it may be the other way around, but let’s think positive.The MX-5’s interior has also received a fairly mild rework. The previous silver decoration panels and aluminium-finish steering wheel bezel have been replaced by a glossy dark grey.Two-tone Recaro sports seats with leather and perforated Alcantara facings were featured on the MX-5 Coupe Sports versions we tested.Sadly, a lack of interest in soft-top convertibles in Australia means that only the folding hardtops are being imported. I say ‘sadly’ because the lighter weight of the ragtop makes the MX-5 soft-top even more nimble. It gives the car a purer appearance even when it’s closed. Ah well, such is the reality of marketing...Boot space isn’t too bad for a car like this, but packing soft bags makes more sense than using rigid ones if you’re planning an extended holiday in a Mazda MX-5 – and that’s exactly what you should be doing if you want to really get the most possible enjoyment out of yours.Chief engineer of the MX-5 Nobuhiro Yamamoto, came to Australia for the launch of his new toy. Earlier in his career he worked in Australia with the local Mazda racing team so he really knows his stuff Yamamoto-san says his team has made changes to the throttle and brakes to further improved the turn in and the general handling ability of the car.On the road during our recent week’s road test we found the latest Mazda MX-5 to be as delightful to drive as ever. We have been road testing this little roadster since day one in Australia in 1989 and are very pleased to report the new MX-5 continues to provide driving in its purest form,We tested it extensively in our usual drive route that takes in motorway, suburban and beachside driving, as well as the hinterland behind our home area on the Gold Coast. The latter is just the type of road loved by true sports roadster drivers. Mazda MX-5 gives you fast and precise control through the steering wheel and by way of the throttle pedal.Being on the wrong side of 60 I have to admit that getting in and out of the Mazda MX-5 is somewhat of a struggle. You don’t have to be over 60 to find that the interior is on the tight side.The driving position isn’t too bad for legroom but I found that sitting in the passenger seat and not being able to straighten my legs made it uncomfortable after a long trip. Anyone over six-foot tall may like to try it for size before falling in love with the sporting nature of this beaut little roadster.

Some cars make you feel like a million dollars. The Mercedes-Benz SLS AMG achieves it at only half the price, making it something of a bargain.A soft-top roof means it misses out on the gullwing doors of its stablemate but it garners even more attention when it is exposed to the elements. That also lifts the lid on one of the best V8 soundtracks on the street, a mechanically composed siren’s song that invites licence-losing stabs of the right foot.VALUEIn the rarified realms of supercar ownership, cost is less of an issue than how the vehicle looks, or how the driver looks in the vehicle. An Audi R8 convertible is $100,000 cheaper than the Mercedes but Audi sold 41 R8s last year against 17 SLS sales.That makes the super-quick Merc grand tourer a more exclusive toy and means owners are less likely to be assailed by the sight of a similar car on weekend jaunts to the holiday house.The $487,000 list price is around $20,000 more than an SLS coupe, courtesy of the triple-layered fabric roof that folds in 11 seconds at speeds up to 50km/h. Most buyers spend well beyond that in personalising their ride, from $3775 for carbon-fibre mirror cowls to $29,750 for the ceramic brakes.TECHNOLOGYThe aluminium space frame houses a naturally aspirated 6.2-litre V8 that sounds as though it’s been penned in the massively long bonnet against its will. It snarls on start-up, bellows under the slightest provocation and crackles on the automated downshifts from the seven-speed dual-clutch transmission. The full suite of technical wizardry is fitted to keep this toy on the tarmac, from adaptive cruise control to blind spot assistance and multi-stage stability control. DESIGNLook at the photos and make up your own mind. Mine says the soft-cloth top detracts from the overall appeal but that’s presumably down the fact AMG wanted to trim weight and keep the centre of gravity low. Top down, it’s a better-looking beast than the Gullwing: long, low and menacing. If only they’d clad it in radar-reflecting panels …SAFETYIt doesn’t feature in EuroNCAP or ANCAP databases because it’s not cost-effective to blow $500,000 on a car that only a handful of people can afford. It is a Merc, though, so it’s safe to assume the SLS holds up under impact.Driver and passenger get four airbags each, the software monitors everything and there is extra bracing throughout the car to keep it stiff and on the black stuff in the first place. Inattention or overconfidence are about the only excuses for binning the SLS … good luck explaining either to the insurance company.DRIVINGI don’t normally name cars, but the SLS AMG isn’t a normal car. I called her Luci, which elicited sighs from friends until I pointed out it was short for Lucifer. Helluva thing, this SLS. There’s no concession to banal practicalities like boot space or interior storage - the door-pocket strips couldn’t hold my wife’s purse - that’s what the other car is for (and I’m assured SLS buyers tend to own a couple of vehicles).It is built for visual and visceral pleasure. There’s a football field of bonnet up front but the car is still relatively easy to park. And a second of button-mashing setup transforms the vehicle from cruise to charge mode. Set the springs and transmission to comfort and it is easily handled eye-candy. Hit the AMG button and you’d better know your business.Right-foot response is hair-raisingly quick, the back end will step out before being electronically hauled into line and the steering picks up laser-guided precision. The brakes are brilliant and because the engine is behind the front axle they can be absolutely hammered without affecting the car’s stance.VERDICTThe spend may be outrageous but few vehicles combine this level of outright prowess with luxurious panache. If money wasn’t an object, the SLS would be the object of my affections, given there’d be another couple of spots in the CCTV-monitored garage for more mundane vehicles.Mercedes-Benz SLS AMG RoadsterPrice: from $487,000Warranty: 3 years/100,000kmResale: N/AService interval: 12 months/20,000kmCrash rating: Note testedSafety: 8 airbags, ABS with EBD, TC, ESC. Adaptive cruise controlEngine: 6.2-litre V8, 420kW/650NmTransmission: 7-speed automatic, rear-wheel driveDimensions: 4.64m (L), 1.94m (W), 1.26m (H)Weight: 1660kgSpare: Tyre-inflation kitThirst: 13.3 litres/100km 98 RON, 311g/km CO2.

It used to be that when you wanted a taste of outdoors you went camping. You carried your own canvas, erected it somewhere you hoped was not snake-infested, then incinerated food on that most fickle of stoves, the campfire.So along came the campsite, which introduced the toilet block. It should have been a good idea but wasn't due to the incessant sound of generators. A similar catch-22 confronts convertible makers. Remove the roof, and the rigid metal canister that was a car becomes a soggy mass of uncertainty.These are the motoring equivalents of the campsite: they appear convenient -- four seats, say, and a secure folding metal roof -- but actually ruin the very thing they set out to make acceptable. You've got wind in your hair but can't enjoy it because the ride quality is intolerable and your knees are pressed to your chin.I'd rather go behind a tree and happily some convertibles are still like this. The Lotus Elise, for example, is a loud and uncompromising sportscar with a roof from a 1950s scout manual. It's as raw as the environment you're in, a two-person bivouac on wheels.Or, if you're going to make the experience luxurious, at least do it with conviction. When we're talking tents this is called “glamping” -- glamorous camping. You're in pristine natural wilderness, of course, but never far from a comfy bed and a coffee machine. When we're talking large convertibles, this is called the Bentley GTC.If the Rolls-Royce Phantom Drophead at $1,075,000 is the Everest of convertibles, the GTC is K2. Not the tallest, but head and shoulders above everything bar one. The version I drove, with a new V8 engine, starts at $407,000.After a few essentials were added, such as deep-pile floor mats, a knurled gear lever and diamond-quilted upholstery, it came in at $497,288. The next most expensive, Maserati's Grancabrio, starts way below at $338,000.A BMW M6 Convertible is $308,500 while the most luxurious Mercedes four-seat convertible is the E500, at $188,635, which wouldn't give any self-respecting glamper altitude sickness. You could buy a convertible Aston DB9, Jaguar XK or Porsche 911, but only if you're clear about your seating needs. The rears are splendidly upholstered parcel shelves.In the Bentley, rear seating is tight for adults but at least usable by humans of some dimensions. And if its rivals' cabins are splendid, it ups the ante with sumptuous. Bentley is fond of saying that if a piece of trim looks like wood, it is wood, and if it looks like metal it is metal.That's rare these days but it's more than that. A paperclip looks like metal. In the GTC, each piece could come from an expensive watchstrap. As if to prove it, there's a little Breitling set in the dash. A nice touch, as is the silent silver arm that moves the seatbelt within reach. Did I mention the knurled gear knob? Few cabins are this lovely.The roof is large and leisurely in operation, at around 25 seconds. It doesn't open on the move and a wind deflector must be manually fitted. A bit old-school, but without it the cabin stays fairly calm and it delivers on other counts. Closed, the tight roofline gives the car great hunkered-down proportions and tightly insulates the interior.There are fold-out beds less generously padded. This is the second generation of the GTC and it follows the coupe, driven almost two years ago, in making modest changes. So modest, at the time it felt a little underdone. This is especially true of the exterior, where the crisper lines need an acute visual memory to discern from the original.But it's even more true of one crucial area: the control screen. It shares this with other brands in the Volkswagen group and even two years ago the upgrade was off the pace. Perhaps that won't matter because other impressions are more potent. Few cars take pride in their weight these days because they're shedding every conceivable gram to lower fuel consumption.Certainly, it feels better balanced than its nose-heavy predecessor, which was offered only with a huge turbocharged 6.0-litre 12-cylinder. That engine, upgraded, remains available for another $42,500. But even for a badge that relishes extremes it now looks like overkill.The 4.0-litre turbocharged V8 is shared with Audi and I was expecting it to be a bit more vocal, especially roof-down. But it has enough power for the car, with easy driveability thanks to loads of low-rev torque. The GTC gathers pace with inevitability, like a steam train.Then it's easy to exceed the speed limit. It will reach 100km/h in five seconds, amazingly quick for something this heavy. In a nod to efficiency, there are fuel-saving features such as direct injection and the ability to shut down half its cylinders when cruising.A new eight-speed automatic also helps, even if it's not the quickest changing transmission. Eight -- a lucky number for Bentley -- is also the piston count on the huge brakes. They work, thankfully.So even more than usual, a Bentley can make other cars feel like toys. It has substance. After just a few hundred metres behind the wheel this solidity betrays the badge. Blindfolded (a thought experiment!) I reckon I could tell what it was just from its road feel. Few, if any, convertibles ride this well, with just the occasional minor shudder reminding you that it's an imperfect world. One you can blithely ignore.Because at heart it's tarmac imperialism, this 2.4-tonne British expeditionary force, and it imparts a certain road swagger to the driver. You become a hoon in a pith helmet. That's because it's good to drive. Bentley claims it's the stiffest convertible in the world and the suspension engineers must have been delighted. You feel the weight in corners but it settles into the task and the chassis is surprisingly nuanced and subtle in the signals it sends the driver. Huge rubber and all-wheel drive, split 40:60 front-rear, add to its fundamental ability. Driving it fast feels like you've mastered juggling medicine balls.I've confessed before in these pages to being no lover of convertibles. But I've realised now it has to be one extreme or the other. If I'm going to commune with nature, it's got to be hardcore. Or hedonistic. And few do it as well as this Bentley GTC.

Sometimes it's more about what is going on outside than inside the car. For example it seems everyone loves a Porsche and they're not backward in coming forward.Take the middle-aged European man trying desperately to attract my attention on the way back from picking up our bright red Porsche Boxster. Finally, reluctantly, I acknowledged his presence and wound down the window to find out what he wanted."Beautiful car," he said. "I dream of one day owning a car like that one. "How much is it worth?" Duh. "I don't know," I had to admit. "It's not mine, it belongs to a friend (a white lie but it saves long explanations).Tick, tick, tick..."About $140,000!" I guessed (I thought it was in the S. I hadn't checked). "It's a beauty," he confirmed once more before the lights went green and we parted.VALUELater, I was surprised to find the Boxster was in fact $20,000 less than I had anticipated, even with a swag of accessories fitted. Priced from $107,000 the two-seat sportster is arguably the most desirable of the Porsches, a fun drop top that sits on rock solid engineering idiot proof almost.The price of our test car was almost $120,000, by the time you added the matching red seatbelts and a set of fearsome, black 20 inch rims. The belts are $600 alone while the 20 inch Carrera rims finished in black bump the figure up another 10 grand a lot but they look hot.Even at this price, it's still well short the $133K Boxster S. If price is no object, you'd be silly not to pick the more powerful S let's face it. But remember those wheels are still going to be another 10 grand on top of that again.For my mind, the smart money is on the standard model with the big wheels and maybe a Bose sound system thrown in another $1500. At the end of the day, it's still $15,000 less than the S and you'll be grinning from ear to ear, because either way the Boxster is not going to disappoint.TECHNOLOGYThe big difference between the two models is in the size of the engines. The Boxster is powered by a 2.7-litre 195kW six while the S gets a larger, 3.4-litre version that develops 232kW. It's quicker off the line, but uses more premium at the same time. Both engines are naturally aspirated. Our car was fitted with a six-speed manual or the option of the 7-speed PDK auto.DRIVINGYou can cruise the beaches with the top down or cut loose on some challenging mountain switchbacks, either way the Boxster is happy to oblige. Back at the office word spread quickly that we had a Porsche in the carpark. The girls all gushed and the guys became silent and envious, but they all wanted a ride.Closer to home my mate Johnno who lives down the road was just as quick off the mark, wanting to know if he could get a test drive. Not likely I drove. "What's so special about these cars?" he wanted to know. "What does a Porsche have that other cars don't?" "Where do I begin my friend?" I replied.Last but not least in our sudden fan club was the bogan in the Falcon, who tracked us as we tried to slip quietly down the motorway. Ogling both the car and my wife he mouthed the words "noice, noice" through the window. "Looks like you've got an admirer," I said. "Hardly. It's the car he's interested in." Thanks all for the vote of confidence.VERDICTIt looks fantastic, goes hard, makes all the right noises and simply refuses to become unsettled no matter how hard you push and how bad the bitumen is under wheel. What's not to like?

Confession time, I am an MX-5 owner, a 2003 NB model which is pretty old but gives me a good baseline from which to assess the new model.This is a car that has sold nearly a million units since introduction 24 years ago making it the best selling sports car in history. I didn't need to be asked twice to take the new NC Series 3 Roadster Sport for a test drive.Surprisingly similar to my old MX-5 . . . plus 10-15 per cent but the drive feel is the same. It has a bit more go, a bit better handling and slightly better brakes, sounds better thanks to the exhaust note generator and is a lot more rigid in the chassis with no scuttle shake, roof on or off. At around $50 grand, it would need to be (a lot) better.This will be the last version of the NC as the new MX-5 due within the next 18 months will be a collaborative effort between Mazda and Alfa. Hopefully, Mazda will prevail in the gestation process to retain all the essential elements that go into what an MX-5 is, starting with rear wheel drive, the powertrain chassis and double wishbone suspension.But this "Last of the Mohicans" pure Mazda model is already showing signs of dilution with the disappearance (in Australia) of a rag-top version moving to all hard top roadster variants starting at $47,280. Mind you, they are following market demands which seems to prefer a folding hard top over the vinyl option. That would be price-related as the car is now shopped at a higher, more luxury conscious level than before.It will also be shopped against the new Toyota 86 and Sooby BRZ against which it loses out big time on price and performance. Still offers a roofless driving experience though and Mazda build quality. They have tweaked the engine computer to give better throttle response and fitted a stronger brake booster to give better braking as well as altered the face and some body hardware. It's essentially the same as the first NC model.All models get Bose audio, aircon, power mirrors and windows (without delayed closing), multiple wheel controls and cruise.Power comes from a 2.0-litre, petrol four-pot engine with variable valve timing (SVT) but no direct injection. It's good for 118kW/188Nm output both peaking at mid to high revs. The engine redlines at 7200rpm. Six-speed manual and auto transmissions are available though why you'd buy an auto MX-5 is unfathomable.A miniscule amount of weight has been pared off but the car still weighs too much at 1167kg, 100kg more than my old NB. I suppose the additional luxury kit would account for a bit as well as the fast operating roof folding mechanism. The Roadster Sport I drove scored leather-clad Recaros and gorgeous forged BBS alloys.Safety is adequately addressed with four air bags, high strength steel chassis stability control and other features.The drive is exciting. It has plenty of get up and spins out willingly to redline. Gear changes are aided by the short throw change mechanism and closely spaced ratios. The limited slip diff' gives you more drive out of corners but the stability control system is too pessimistic activating too early on fast corners to upset the car's composure (and your drive experience). Can be turned off though.Dual mode Sport and Comfort suspension would be an improvement because the standard setting is a bit soft. Couldn't cost that much. It steers sharply and has brilliant brakes, no complaints there. The chassis is much more rigid than my old MX-5. No satnav, only OK audio (it needs a subwoofer), no delay window close function, and too many hard interior surfaces detract from the package.

Modestly priced for what it is, the Jaguar XK is a sleek and powerful grand tourer. Two body types are offered, a closed coupe and a convertible, the latter using a soft-top in the traditional manner, which suits us as folding hardtops don’t have the same pure feeling as a rag-top.The XK series was reintroduced to Australia in October 1996 after an absence of many years. It sold well immediately and these older cars are available for pretty reasonable prices on the used market.Having said that, our preference is for the new model launched in May 2007 as it’s considerably lighter than the older car due to its all-aluminium body. The shape of the Jaguar XK, from the nose with its big, oval opening, to the raised, rounded tail is borrowed from the famous Jaguar E-Type and works exceptionally well.The dashboard uses a traditionally styled, timber-faced design that's flatter than is normal these days. Yet with its smallish, round instruments and low-set face it looks just right in these big British sports machines.Naturally these Jaguars come with the usual leather-and-wood trimmed interiors, and a choice of standard and sports variants. Power comes from a V8 engine, interestingly, the first engine of this configuration ever used in a Jaguar as the company had made its name building gorgeous straight sixes.Initially the V8 had a 4.0-litre capacity. That was raised to 4.2 litres when the engine was heavily revised in 2002. Further changes with the new model of 2007 improved the 4.2 again.The powerplant to go for if your budget will stand the strain is the 5.0-litre V8 first imported to Australia in January 2010. Continuing the modern tradition the 5.0 powerplant is offered in natural or supercharged aspiration.Jaguar V8s have that certain sound and feel that appeals to car enthusiasts the world over. At the top of the performance tree sits the ‘Jaguar XKR with R features’. With semi-race suspension, Brembo brakes and a big emphasis on very serious motoring it’s a car to dream about from a Jaguar enthusiast’s point of view.Considerably more expensive than even the standard XKR they weren't a huge sales success in Australia, probably because of our too-low speed limits. Handling is good, without being outstanding in its road grip. Generally these cars are fine on Australian roads, but aren't always happy on the really rough stuff.Try it for yourself if you live in an outlying region. Jaguar XK8s used a five-speed automatic transmission until the 2002 revamp and a six-speed auto from then onwards. The older automatics use Jaguar's clever J-gate mechanism to allow a fair degree of 'manual' control over it.Good as that system was in its day it feels a bit old fashioned when compared to the latest generation of tiptronic-type automatics. Some bemoan the lack of a manual option in a sportscar, but Jaguar’s market research had shown fewer than five percent of buyers would have opted for it.Insurance isn't as expensive as you might expect given the performance nature of the car. Provided, that is, you have a good driving record and live in an area where theft is seldom a problem. Ask about any extra charges for the supercharged variants.The dealer network in Australia is long established and operates efficiently. Spare parts aren't cheap, but are in line with the purchase price of the car. Better built and more reliable than older Jaguars, the latest Jaguar XK models are complex cars and servicing and repairs should be left to the professionals.WHAT TO LOOK FORA professional inspection should be regarded as essential. You may wish to do some initial checks to save racking up too many inspection bills. Be sure the engine starts promptly, idles smoothly and does not blow smoke from the exhaust when the big Jag is accelerated hard.Be sure the automatic transmission goes into gear within about a second of the selector being moved into Drive or Reverse. Check the ‘manual-gearbox’ functions work correctly.Look for rust in the lower areas of the body. It is not normal but can be expensive to repair. At the same time look for signs of previous crash repairs, such as mismatched paint or ripples in the finish.Look at the condition of the trim, carpets, dash-top and other interior fittings, particularly in a convertible. If you notice any water stains on the convertible’s seats ask the seller to remove the carpets so you can check under them.A genuine Jaguar battery should be fitted as other units may not provide enough power and the electrical relays may not work.CAR BUYING TIPFew sportscars are driven in the manner their designers intended, but are actually used as look-at-me cruisers - no marks for guessing which is likely to be the better buy.DIMENSIONS, WEIGHT AND CAPACITIES:Length: 4968 mmWheelbase: 2760 mmWidth: 1786 mmHeight: 1402 mmTurning Circle: 11.0 metresKerb Mass: 1695 kgFuel Tank Capacity: 66/8 litresSUSPENSION AND BRAKES:Front Suspension: Three link, coil springs, gas shocksRear Suspension: Multi link independent, coil springs, gas shocksFront Brakes: DiscRear Brakes: DiscPERFORMANCE:0-100 km/h Acceleration: 7.8 secondsFUEL CONSUMPTION:Type: 95RONCombined Cycle (ADR 81/01): 8.3 L/100kmGREEN VEHICLE GUIDE RATINGS:Greenhouse Rating: 7/10Air Pollution Rating: 7.5 /10STANDARD WARRANTY:Three years/ unlimited km

Mercedes-Benz E 250 convertible is a classic Benz soft-top with styling that looks great whether the top is up or down. VALUEThe E250 convertible is all class with quality leather finishes, an elegant and understated dash arrangement. Power seat settings are on switches on the doors, easy to find and use compared to those unseen switches on the side of the seat in other marques.The satellite navigation works well, although we found the voice commands didn’t always work, probably due to the extra road and wind noise entering through the soft top.TECHNOLOGYWhile the ‘250’ in the name might suggest otherwise, the engine is a 1.8-litre four cylinder unit that’s turbocharged to add a lot more grunt than you probably expect. Naturally there’s some turbo lag but it’s minimised by clever engineering.Get the engine on song and over 2000 rpm and the E250 really takes off. Acceleration from rest to 100 km/h is in the high seven-second range. More importantly, the in-gear acceleration from 80 to 120 km/h lets you overtake safely in a minimum distance.The use of a seven-speed automatic transmission aids in the engine’s ability to deliver, providing low gearing for around town and to get the engine revs up when overtaking, then slipping into high gears for lazy highway cruising. The tall gearing also help reduce fuel consumption and exhaust emissions.Most owners will find the big convertible using about seven to eight litres per hundred kilometres on the open road, a figure that will rise to a still reasonable eight to eleven litres around town.DESIGNWe like the swooping bonnet and prominent grille and the rear end is set off by a subtle ‘ponton’ bulge over the rear wheel arches.The E 250 is a four seater with each seat tailored to individual passenger comfort. The front seats are spacious and have multiple adjustments that provide exactly the sort of pampering we love in a car of this class. Immediately you sit in the front seat the E 250 seat belts are delivered just next to your shoulder via an extension arm.The back seats aren’t too bad for legroom though there is usually the need to compromise with those in the front. Entry to and from the back seats isn’t easy - not an unusual problem in this class of vehicle, but we have experienced worse.Head room in the back is low enough to cause hassles for those on the tall side but is great for kids - probably the main occupants in a car like this so that’s seldom going to be a problem. These comments are for the E 250 with the roof closed - with it open the sky is the limit in headroom.Boot space isn’t too bad with the top up, naturally some space is lost when the top is down. Check for yourself before buying, but a sensible choice of luggage makes the E 250 more practical than you might anticipate.SAFETYThis big Merc convertible has a five-star ANCAP crash rating. It has no fewer than nine airbags, including a pair of headbags in the front seats.Roll-over protection includes two bars behind the rear seat backrests. If the crash detection electronics sense danger the bars are rapidly deployed upwards to proved head protection. The sturdy windscreen pillar can also absorb a lot of crash loading.VERDICTCombining elegant class with the prestige of a Mercedes-Benz three-pointed star and you get a practical convertible for not a lot over $100,000 - a good price for this class of car.RANGEE250 CGI 1.8-litre petrol two-door convertible: from $107,850 (automatic)E350 3.5-litre petrol two-door convertible: from $131,600 (automatic)E500 5.5-litre V8 petrol two-door convertible: from $188,635 (automatic)E250 CDI 2.2-litre diesel two-door convertible: from $111,450 (automatic)Mercedes-Benz E250 Convertible Price: from $107,850Engine: 1.8-litre 4 cylinder turbo, 150kW/310NmTransmission: 7-speed automatic, RWDThirst: 7.1L/100km

The Lexus IS 250C has been with us for a long, long time and the convertible is due for a reboot soon along with the rest of the range, heralded by the new model unveiled at Detroit motor show this week.Meantime, to help keep sales bubbling, and capitalise on the success of the F-Sport trim level – which takes up 30 per cent of IS sales -- there is now an IS250C wearing the F badge on the front quarter panels.With the F-Sport adding some visual and chassis changes it is a genuinely different car – not as distanced as, say, BMW's M Sport packages, but enough for us to have another look.VALUEThe IS250 F-Sport sits in the middle of a three-tiered convertible range. The IS 250C Prestige kicks off at $76,800 while the $94,800 Sports Luxury puts $13k of clear air between itself and the $81,800 F Sport.The headline items on the F Sport include sat-nav, Bluetooth, reversing camera and front and rear park assist, LED daytime running lights, Xenon headlights, new grille and front bumper and graphite 18-inch alloys.All are powered by the same 2.5 litre V6, good for 153kW and 252Nm of torque. Combining variable valve timing and direct injection, the powerplant is properly Lexus - revvy, but so, so smooth.The interior also benefits on the F-Sport - silver stitching on the leather, sports pedals, a new roof lining and unique seat and dash trim. The seats themselves are electrically operated as is the steering wheel, which adjusts for reach and rake. The seats have three memory positions, which also store the steering wheel position. The front seats also score heating and cooling.Our test car also had the active cruise control and pre-collision safety system, which is standard on the Sports Luxury. The same enhancement pack brings the 12 speaker Mark Levinson stereo with bluetooth and USB connectivity, adding $4615 before luxury car tax.The IS250 benefits from Lexus' 48-month/100,000km warranty and as a Lexus owner, you'll never need to darken a dealer's door again - as long as you own the car, the company will fetch it from you when it requires a service. Alternatively, if you so choose, Lexus will supply a loaner while your car is serviced. You won't get that as "standard" from the European marques.Volvo's folding hardtop C70 T5 is as close as you'll get for a genuine competitor. The T5S starts at $61,950 and packs Volvo's characterful (and thirsty) Ford-sourced 169kW turbo five cylinder. It's as slow as the Lexus, uses more fuel and is not a sharp drive.The T5 (yes, the pricier version has a shorter name) adds full leather, different steering wheel and stereo and adds adaptive headlights and Volvo's renowned safety innovations. Both block and parry each other for specification items but the Volvo's newer design is more coherent.The fabric-roofed BMW 3 Series Convertible range starts at $81,318 for the 320d. Developing 135kW and a muscular 380Nm of torque, the diesel will carry you to 100km/h in 8.4 seconds and a combined fuel figure of 5.1l/100km. You will need to tick a few boxes before achieving the same spec level as the Lexus but there's also a lot more stuff to choose from.After-sales service doesn't come close to matching Lexus' generous offering and, like the IS, the E93 is soon to be sent on its way. Audi's A5 Cabriolet is Audi's closest contender, which starts at $77,779 for a 125kW 1.8 TFSI litre petrol engine, and that's before the addition of the F-Sport equivalent, the S-Line. The A5 bests the Lexus' fuel figures, but struggles with rather less power.It also has a fabric roof and substantially less equipment. Like the BMW, many boxes will require ticking to match the Lexus' specification. The range stretches to the $100,108 3.0 TFSI quattro. A slightly left-field alternative is the sober Volkswagen EOS which starts at a tick under $50,000 for the 103 TDI and just over that mark for the 155TSI.DESIGNThe IS 250C was introduced at the 2008 Paris Motor Show and…well, is showing its era. From front bumper to the A-pillar, the 250C is as elegant as its gracefully ageing sedan sibling (introduced in 2005), or would be were it not for the tacked on plastic pieces that form part of the F-Sport package.From top of the windscreen back -- and with the roof up -- it looks slabby and a bit of a mess. The roof's arc doesn't gel with the rest of the design or identify well with the sedan, and the result is ungainly. The wheels look too small and the accommodation for the folded roof called for a rising beltline that magnifies the boot's size and deck height. Lexus designers have tried to disguise the rump by increasing the size of the rear lights.Once the roof is folded away, the proportions do improve, but it's impossible to hide that very high-set backside. Another sign of the IS250C's age is that the car must be stationary before you can fold or unfold the roof, while many rivals allow a gentle pace to be maintained during the roof's operation.Being a Lexus, fit and finish is exceptional. Even on this older design, everything is tight and the paint is beautiful. The roof's folding operation barely makes a sound and what little you do hear are reassuring clicks, clunks and whirrs. Materials in the cabin are like any other Lexus, with soft-feel plastics and supple leather on the seats.It's clear the dash wasn't really intended for a convertible as the central screen is angled the wrong way -- with the roof stowed, sunlight reflects into your eyes and obscures the screen. The main dials, though, are super-bright and set deep into the dash.The 250C could kindly be called a 2+2. There is no centre seat in the rear and passengers would have to be of the short, tolerant variety, with cropped or no hair to suffer the strong buffeting from the wind at speed.TECHNOLOGYThe IS250C shares the 2.5 litre V6 with the sedan. Despite its advancing years, there are few engines that match it for smoothness and refinement. Direct injection and dual variable valve timing help the unit to 153kW at 6400rpm and 252Nm of torque at 4800rpm.The car needs every last kW and Nm, however, as it weighs in at a portly 1700kg. Missing is stop-start for fuel saving, which would be handy given its true thirst of 11.5l/100km. The IS350's 3.5 litre V6 is not available in Australian-delivered convertibles.SAFETYSix airbags, including two kneebags (in lieu of curtain airbags) are fitted to the IS250C. Active safety features include ABS, brake force distribution, traction control and stability control. A rear-facing camera is essential and, thankfully, standard on the IS250C - you can't see a thing behind you and it's almost impossible to judge where the elephantine rear ends.DRIVINGWith the roof up, the IS250C's on road dynamics are not far at all from the 250 sedan's. The overall road manners of the F-Sport are, if anything, an improvement despite firmer springs and dampers and bigger wheels. The F-Sport chassis tweaks reduce roll and introduce a little more discipline.The 250C's rear-wheel drive dynamics are still apparent, but the extra weight of the 250C's bracing blunt the handling. Turn-in is a little woolly and it understeers a lot earlier than you might expect. With the roof folded away, things begin to deteriorate.While it's no Saab 900 convertible (which had all the structural integrity of Rolf Harris' wobbleboard) the steering column shakes in corners and over sharp bumps and ridges in the road. It's not encouraging, but nor does it ever lose composure.The giveaway that the chassis isn't coping is the way the front tyres sound like they're struggling for grip even at low speeds, trying to keep everything on the straight and narrow. Then again, chucking an IS250C through corners is missing the point.It's far more of a boulevardier, a car you buy to carry you between fun things while letting you have fun on the way. It's far more enjoyable if you ease off and let the car dictate your pace. Through it all, however, the ride is impeccable, even with the F-Sport's firmer disposition. It suits the character of the car perfectly without letting things get out of hand.The engine struggles with the extra weight but, like a good butler, never lets you know it's under pressure. The transmission is sometimes a little jerky on the upshift, but only under a more-than-moderate throttle or after an abrupt lift-off. The six-speed transmission can be actuated with steering wheel mounted paddles that are actually nice to use.While the gearbox claims to be intelligent, it takes too long to drop a gear or two on steep descents. This is a problem while using cruise control as you can't depend on the car to stay near the speed you've chosen, requiring your intervention to slow the car.The electric power steering system is well-suited to the car, but keen drivers will notice a lack of feedback. Our test car was fitted with Active Cruise Control, part of the Enhancement Pack. This option is a double-edged sword -- you won't have to monitor the car in front but it lulls you into a state of apathy -- you'll occasionally peer down and realise you're dawdling along much slower than the speed you've set because you're behind a slow-moving vehicle. It's far more useful in urban motorway traffic rather than outright freeway cruising.VERDICTThe IS range is not long for this world but for most buyers, it's hardly an issue. As a relaxed cruiser and almost-practical coupe, the IS250C is hard to beat as long as you aren't expecting class-leading anything. It's probably as middle of the road as it's possible to get but at the same time leads the way on build quality, noise and driving refinement -- the engine and ride are true standouts in a pretty good package.However it uses a lot more fuel than most of its competitors, is down on performance and some people will find the looks challenging. But to many buyers of a car like this, none of that really matters. You can't help but enjoy a car like this with the roof down on a beautiful summer's evening. Added to that, the IS250C stands alone in this class by having the security of a hard top roof and that might just be enough to clinch it.Lexus IS250C F-SportPrice: from $76,800Engine: 2.5-litre 6-cylinder, 153kW/252NmTransmission: 6-speed auto, RWDThirst: 9.3L/100Km, CO2 219g/km

If Mazda ever pulled the plug on the MX-5 there'd be a riot. Born over 20 years ago, the two-seat sports car is a fully fledged motoring icon that has almost universal appeal the go-to car for blokes in mid-life crisis. Mazda continues to refine the compact, front-engined, rear-drive concept, with a new look and subtle changes to the way the car drives but the fact remains the MX-5 is not exactly cheap motoring anymore.What's more, it is going to come under intense pressure from the likes of Toyota's new 86. Although the 86 is not available without a lid yet, the two cars share the same appeal but importantly the Toyota/Subaru is significantly cheaper.MX- comes two grades, Roadster Coupe and the Roadster Coupe Sports. It's available with a six-speed manual or optional six-speed automatic transmission, with prices starting at $47,280.The new MX-5 represents the second time the third generation model has been facelifed. A newly designed front bumper is designed to give the MX-5 a more aggressive look, with a larger, 47mm deeper front grille that offers a greater sense of depth. The corners of the front bumper flare out further, reducing the amount of air that strikes the front tires.Shaping of the outer edges along the front and the angles of the sides of the front fog lamp bezels has also reduced air resistance. The front license plate bracket is positioned entirely within the area of the front grille, creating a cleaner, more streamlined expression. Inside the trim has been changed from matte dark silver to a glossy dark grey to impart a depth of colour with shine, to create an ambience of higher quality and sportiness.Powered by the same 2.0-litre four cylinder naturally aspirated petrol engine that delivers 118kW of power at 7000 revs and 188Nm of torque at 5000 revs. Maximum power is available slightly lower in the rev range with the auto. The manual features a limited slip rear differential. Both models deliver claimed fuel economy of 8.1 litres/100km from the 50-litre tank using Premium 95 unleaded or better. Bose and Mazda worked together to develop a refined premium audio system exclusively for the MX-5. It uses seven speakers, digital sound processing and six equaliser channels. Almost every speaker is now addressed by an individual equaliser channel which allows very precise sound tuning.Mazda has sought to make the car more enjoyable to drive, with revised accelerator and brake characteristics. Improved brake and accelerator control characteristics deliver smooth transition from deceleration to acceleration, and a linear feel to the acceleration.Adjustment to the throttle management program in manual models makes the MX-5 more responsive when accelerating out of corners, while updates to the brake booster make it easier to control the front and rear load distribution improving braking ability all round.