Convertible Reviews

Mercedes-Benz is hot on the engineering front at the moment, turning out new models and engines at a huge rate in an effort to grab back buyers made nervous by gloomy global economic predictions.VALUENot only is the engine of the SLK 250 on the small side, so is the price (these things are relative…) with a recommended retail of $92,450 you will see it sitting proudly in your driveway for comfortably under $100,000.TECHNOLOGYThe car we have just reviewed on the great driving roads of Victoria - the Mercedes-Benz SLK 250 - is a classic example of continuous improvement. The smallest sportscar in the vast Mercedes sporting range, the SLK has one of the smallest engines, with only four cylinders and just 1.8 litres. But this hot little powerplant is force fed by a high-pressure turbocharger that enables far more air to be fed into the combustion chambers. The result is that it tops out at 150 kW of power and an impressive 310 Nm of torque.Send that lot to the back wheels by way of some slick electronics that permit just enough wheelspin to keep the engine at its best and you can rocket from a standstill to 100 km/h in only 6.6 seconds. Not that many years back you would have needed 5.0 litres of HDT V8 engine to achieve that acceleration. Typical fuel consumption of an HDT would have been somewhere between 15 and 18 litres per hundred kilometres. The high-tech Mercedes-Benz four-cylinder is officially rated at just 6.7 litres per hundred kilometres.DRIVINGIt has to be said that during our test period that occupied a couple of hundred exhilarating kilometres our consumption was up in the eight to nine litre range, but considering the fun we got out of it the extra few dollars was money well spent. You don’t necessarily buy a car like this with low emissions in mind, but this superb 1.8-turbo is one of Mercedes’ family of Blue Efficiency units so the engine only puts out 155 grams per kilometre.The engine is a dream to sit behind, with little turbo lag and lots of meaty torque once it is up and running to maximum effect. The chassis responds brilliantly to the way the throttle is manipulated and the rear drive gives a keen driver very pleasing control over exactly what their car is doing. The exhaust note has a great sound that’s not overly muffled by the turbo, which is an excellent reason to power down that folding roof at every opportunity.The new Merc engine is complemented by a seven-speed automatic transmission that’s generally in the correct gear. Driver override is easy through paddles behind the steering wheel.VERDICTTop down motoring in a Merc roadster with a modest price tag - does life get any better than this?Mercedes-Benz SLK 250Price: from $92,450Warranty: three years/100,000 kmResale: 57 per centService Interval: 12 months/15,000kmCrash rating: not testedSafety: six airbags, ABS, TC, ESC, EBDEngine: 1.8-litre turbo four-cylinder, 150kW/350NmTransmission: seven-speed automatic, RWDDimensions: 4.15m (L), 1.82m (W), 1.31m (H)Weight: 1450kgSpare: space-saverThirst: 6.7L/100km (95 RON), 155g/km CO2

Introduced to Australia in May 1999 about a year after it first created a huge stir in Europe, the Audi TT was a hit from day one. Originally sold as a fixed-roof coupe, a TT roadster was added to the local range just 12 months later, in May 2000.The dome-shaped styling is not only radical on the outside, but also the cabin, with its circular dial and vent theme works very well. It uses a lot of aluminium highlights as Audi is a big fan of this high-tech material.The overall look is great and even those who have no intention of ever driving hard love the sporting ambience created within the TT. Audi TT is great fun to drive but, at least in the front-drive models, feels more like a hot-hatch than a true sports car. Which shouldn’t surprise anyone, because underneath that gorgeous Audi skin there lurks a Volkswagen Golf GTI. While the Golf is a fine little hatch it’s not really a pure-bred sports model. There were several tragic cases of high-speed Audi TT crashes in Europe, principally in Germany, of the earliest models. These were blamed on aerodynamic flaws that were exacerbated by the very short wheelbase of the Audi TT. Later models were modified in their suspension and have a rear wing to push the tail to the road at speed. The wing takes away some of the purity of the original shape of the TT. There had been calls for it to be a lift-up wing in the manner of a Porsche unit. But Audi says this could have been too expensive. The all-new gen-two Audi TT of November 2006 sorted out the problem of the controversial addition of the rear wing, being hidden at lower speeds and raised at moderate speeds - that is at over 120 km/h, which is regarded as a moderate speed in more enlightened countries.This second generation Audi TT had the company’s trademark single-frame grille. A sleeker bonnet line carries into the car’s shoulders and tapers out towards the distinctive rear lights. Naturally, the domed roof, the most prominent feature of the first TT, has been retained. There are some that feel the TT lost its originality in the gen-two model, saying it had become generic rather than radical. Your call...The original Audi TT was offered with 1.8-litre four-cylinder engines, in either light-pressure or high-pressure turbocharged format, the latter coming with the traction advantage of quattro all-wheel drive. The capacity of the four-cylinder unit was increased to 2.0 litres using a turbocharged with the second generation TT.In December 2004, a 3.2-litre V6 was shoehorned under the bonnet of the Audi TT coupe, but not the roadster. With all the torque that entailed, the TT 3.2 has also needed Audi’s quattro all-wheel drive. A five-cylinder 2.5-litre RS engine with quattro was added to the range just in time for Christmas 2009.Straight-line performance is pretty good in even the smaller engined models due to the TT’s relatively light weight, so don’t automatically go for the higher powered units unless you are a full-on revhead. A six-speed was used in TT quattros from their introduction in October 1999. Front-drive cars had five-speed manual gearboxes until August 2005, when a six-speed manual was introduced.Because Audi saw the TT as being a pure sports car no automatic transmission was offered until March 2003, when a six-speed torque-converter auto was offered with the low-pressure engines. Good as it was this transmission has been somewhat upstaged in the technology stakes by the six-speed double-clutch - tagged the S tronic - used in the Audi TT 3.2 quattro.The automated double-clutch automated-manual transmission has all the labour-saving advantages of a conventional automatic, and none of the disadvantages of power loss and higher fuel consumption. However, its characteristics at very low speeds can be variable and irritating at times. Test drive one to see what you think.These are complex cars that should really only be worked on by professionals. However, good amateurs can tackle some of the routine maintenance work should they be so inclined. Spare parts prices aren't cheap, but are in keeping with others in this class. It’s much the same story with the cost of servicing and repairs.Check on insurance premiums before falling too deeply in love with one of these stunningly styled German cars as premiums vary quite a bit. Your local Audi dealer may be able to offer advice. WHAT TO LOOK FORLook for signs of previous crash repairs. A ripply finish in any of the panels, or a mismatch in paint colour from one section to the other are fairly easy to spot. If there's the slightest concern over crash repairs either get a full professional inspection, or skip that car and try to find another one.Look at the floor of a roadster for signs of water entry. If there's the slightest cause for concern get permission from the seller to lift the carpets. Check the roadster’s roof seals correctly when it is closed and that it doesn’t have any tears or cuts, especially around the stitching.Make sure the engine starts promptly, even when it’s stone cold. If there are any doubts try to arrange to come back first thing in the morning to have it completely cold. Gear changes should be reasonably light, but remember the gearbox is a long way from the shift lever, with a multitude of links connecting the two. This can give it a slightly spongy feel.CAR BUYING TIPWe hear of too many people buying used cars without even going for a test drive. Crazy if you ask us, but it’s their choice... 

You need boobs or a buffed bod to get away with casual cruising in a drop-top. My wife assures me I have neither, which is why I tend to keep the lid on the SLK 250 up.She has a point though - most people who splash $100,000 on a two-seat roadster are image conscious. If that’s the case, Mercedes-Benz has their measure. The SLK roadster is as pretty a mechanical picture as you can paint for the money.VALUEThe 250 is the pick of the pair of 1.8-litre turbo engines that start the SLK line-up. At $92,450 it is $3000 dearer than BMW’s rival Z4 28i and $11,000 dearer than the all-wheel drive Audi TT 2.0 quattro. It’s still $15,000 under a Porsche Boxster or its SLK 350 stablemate, though.The SLK 250 rolls off the showroom with an infotainment system including satnav and web browser and voice control, a seven-inch hi-res screen, bi-xenon headlamps and heated and powered seats.TECHNOLOGYIt takes just 20 seconds to transform from classy to cool as the roof tucks in to the boot. That will chew most of the cargo space, so on weekends away, plan on getting to the hotel and unloading the luggage before you go topless.The engine is a 1.8-litre four-cylinder turbo matched to a seven-speed auto. The auto is a switch-hitter. The default economy setting heavily favours frugality over fun. That leads to a long wait between burying the right foot and eliciting a response from the engine but is also key in helping the car achieve a claimed 6.7 litres/100km.Great for boulevard cruising; frustrating when trying to get on the throttle mid-corner.  Sports mode eliminates the lag and is the preferred option for those making moves. Better still, go for manual mode and change gears via the wheel-mounted paddle shifters.DESIGNThere’s a touch of SL and SLS about Merc’s baby roadster. The fact it’s more than $130,000 cheaper makes it the standout of the two-seater range. The single horizontal bar that carries the Benz emblem on the front brings enough aggression to the front end to jab the “girl’s car” image in the head and the profile is pure roadster curves.Inside it has an edge on its German rivals. It looks premium and, with the manually operated wind-blockers behind the seats, there is very little turbulence when you are exposed to the elements.SAFETYIt hasn’t hit the ANCAP wall but Merc doesn’t build anything that won’t earn a five-star rating. In the case of the SLK, there are six airbags, the usual assortment of computer-enhanced and accelerometer-monitored braking software and a chassis that is harder than an ATO auditor.DRIVINGThis car raises the roof for top-down driving. Body flex is impossible to find at legal speeds and it combines outright fun with luxury motoring. The steering isn’t as sharp as the Z4 but compensates by being more relaxed around town. Ditto with the suspension. It is firmer than your average German sedan but there’s no jarring over potholes.A 0-100km/h time of 6.6 seconds isn’t going to set acceleration records but that isn’t what the 250 is about. It is about caressing corners, clipping the apex and then using the 350Nm to cannon to the next turn. Or shooting the breeze on country roads, then parading down seaside promenades. It is built for a purpose and does the required tasks purposefully.VERDICTIf you have an appetite for luxury roadsters, the SLK 250 will sate it. Easy to park, easy to pose in and easy to drive, it shaves the rough edges off outright sports car to bring refinement to alfresco driving.Mercedes-Benz SLK 250Price: from $92,450Warranty: three years/100,000 kmResale: 57 per centService Interval: 12 months/15,000kmCrash rating: not testedSafety: six airbags, ABS, TC, ESC, EBDEngine: 1.8-litre turbo four-cylinder, 150kW/350NmTransmission: seven-speed automatic, RWDDimensions: 4.15m (L), 1.82m (W), 1.31m (H)Weight: 1450kgSpare: space-saverThirst: 6.7L/100km (95 RON), 155g/km CO2

John Travolta and Nicholas Cage turned things upside down in the action blockbuster "Face Off". Now they could easily star in an automotive re-make of the movie, if Lexus and BMW hadn't already filled their starring roles.Just as Travolta went from nasty to nice and Cage went cop to crook in Face Off, Lexus and BMW have traded places in 2012. The Germans have gone soft and cushy with the latest 3 Series and, after driving a lineup of disguised Lexus prototypes this week in the USA, I feel that the new IS is probably now the ultimate driving machine.This is my second deep dive with Lexus - after a preview drive of the GS last year - but landing in Los Angeles I'm aware that the new IS is the most important car in the history of Lexus.The original LS400 was a bigger gamble, but this is the car that must bring younger buyers to the brand and finally give Lexus a prestige starter car that's more than just nice, but... Lexus knows it too, which is why chief engineer Junichi Furuyama has only brought F Sport versions of his IS to LA and only seems interested in the way the car drives.There is nothing about comfort or quietness in his short, sharp, presentation and he only talks about the back-seat space when I raise the obvious question. "When developing the new IS, we set ourselves the target to be the best fun-to-drive car," Furuyama says. "We believe we were able to achieve that." He talks about driving harmony and fun, as well as the car's "flavour", before a brief technical rundown.The IS lineup is basically unchanged, although there is now a hybrid model - still to be confirmed for Australia - and the IS-F could change into an upcoming IS coupe. There is nothing to report on prices because the car will not be stripped of its camouflage until the Detroit motor show in January and Australian deliveries do not begin until the second half of next year.Still, based on Toyota's red-pen work this year on the showroom stickers of the all-new 86 and Corolla, it would be no surprise to see a slight drop from the current base prices of $55,800 for the IS250 and $64,300 for the IS350.Also, I cannot comment on the final finishing, or the equipment, because the various prototypes were still some way from showroom standard and almost everything in the cabins was covered with metres of black tape.A similar IS was well beaten by the Benz C and BMW 3 in my prestige comparison earlier this year and I'm reminded of the outdated cabin, cramped back seat and suspension that makes the car feel a bit skittish.But the new IS is improved in many, many areas, finally getting a useable back seat and a much bigger boot. It's two ticks there.The cabin space is a huge improvement with better-shaped front seats. The wheelbase is out by 75 millimetres but there is 90 more in the back-seat space, and even the door opening has been enlarged for easier access. The view from the back bench is also helped by front seats that are set 20 millimetres lower, although that was done to improve comfort in the front. Oh, and the boot is about 20 per cent larger.The hole in the dashboard points to a 20-centimetre display screen, the new switches and stalks feel more substantial, and Lexus promises a review-camera across the local lineup.It gets 10 airbags and a standard reversing camera with parking radar.The IS is basically new - "about 80 per cent of the parts" - but shares its mechanical package and suspension layout with the bigger GS. That means rear-wheel drive with more travel and control, but the basic body is much more rigid.It has a system that plumbs engine intake noise into the cabin during enthusiastic driving. Among the claimed improvements for driving enjoyment are lighter steering, better Bridgestone tyres, softer springs and rear suspension that separates the springs from the dampers.There is now an eight-speed automatic gearbox with various driving modes, and the gauges are a new take on the impressive TFT layout in the Lexus LF-A super car.The cars are waiting and the first job is a couple of track laps in the superseded IS, just to set the ground rules. Onto the track and the new transmission is more aggressive in its response, the front end grips better and the car sits a little flatter through the curves.So I step up to the camo 350 and find more of the same, with extra urge of course, and a bit more compliance in the rear suspension. But it's the road drive that will provide the real answers, so we hit the freeway and head for the hills. Literally.The IS250 is immediately quieter than I remember - Furuyama confirms big cuts to wind and road noise - and the eight-speed auto is great. As the road turns twisty the IS responds in the way I used to expect from a BMW. It responds eagerly to the wheel and drives confidently through turns.The IS350 is not as precise - with an extra 30 kilograms in the nose - but the extra punch makes any short straight a fun run. I also enjoy the LF-A-style instruments and the multi-mode automatic, which responds almost like a manual in the sportiest setting.So I'm convinced. These are real driving cars for people who take their motoring seriously, but they also have the sort of practical improvements that are essential for the long-flawed IS. Yes, the IS could do with more punch as both a 250 and a 350, I'm not a fan of plumbing engine noise into the cabin, and one of the suspension set-ups is significantly better for grip and comfort.But those are relatively small things. Overall it's a great drive. There was a time when the IS was really just a tweaked Toyota, but the new cars have grown up and improved in so many ways. Now I'm waiting to get the 'real' car out from under the camo and onto some home roads to ensure I have the story right. But, right now, it looks to me as if the BMW benchmark batton has been snitched by the IS.A one-day run is not enough for a final verdict, but I have rarely pushed a car as hard as I did in the California canyons - or hustled as enthusiastically as I did on a closed course at the Santa Anita raceway - without finding something big to complain about.

The BMW Z3 and Z4 are genuine roadsters, not simply convertibles. The difference being that roadsters are strictly two-seaters and the seats are set well back, almost to the rear axle. The resulting very long nose and a stubby tail mean the BMW Z-cars have a no-nonsense purposeful appearance.The BMW Z3 was launched in Australia way back in January 1997. It was BMW’s answer to the astonishing success of the Mazda MX-5, a car that reinvented the open-top car many thought had gone forever. Despite its different name, the BMW Z4 is really the second-generation Z3, it was given the new title to match the new naming system which sees the sporty variants getting even numbers.The Z series models were initially designed for the USA so in the early editions are rather American in their makeup for keen Aussie drivers. In particular, their handling was softer than usual for a BMW, though far from soft in absolute terms. When the Z3 also became a hit in many other countries, including Australia, the handling became full-on sport with the introduction of the Z4.The first Australian imports of the BMW Z4 reached us downunder in July 2003. Handling of the Z4 is exceptionally good with excellent chassis balance thanks to the setback position of the engine. Naturally rear wheel drive gives you proper throttle control. Some may feel the ride is on the firm side, but true drivers will be more than willing to overlooks this.Perhaps take along your regular passenger and get their feelings for the car on roughish roads. Though the little BMW began life with a 1.9-litre four-cylinder engine, the German marque is famed for its six-cylinder engines and these were soon squeezed under the long bonnet and almost immediately became the powerplant of choice in almost all cars.In June 1999 imports of the 1.9-litre four had ceased in Australia and all used a sweet little 2.0-litre straight-six. The big gun engine in the Z3 is the 3.0-litre six-cylinder. Performance from the smaller engines is nothing to get excited about, but the free-revving nature, and great exhaust note, makes them feel faster than they really are – and isn’t that what counts?BMW Z4s have a 2.5 or 3.0-litre straight-six from their 2003 introduction until the company started to get into the small-capacity turbocharged field with blown four-cylinder engines. Some sixes remained alongside the turbo-petrol fours until 2012, when they were replaced by big-boost turbo fours. Some miss the demise of the straight-six turbo engines – ourselves included – so if you really love them it might be time to invest in the last of the line.A special engine is used in the Z4 33i models. A 3.0-litre twin-turbo six, it gives huge amounts of forward thrust and is a delight for the revheads to punt along. Manual and automatic transmission are offered in most cars and the auto isn’t as slow and irritating as in some sports models. Our choice is still the DIY shifter, though.Manuals have six gear ratios. The autos increased in the number of gears, beginning with just four speeds in 1997 and advancing to no fewer than eight in 2012, with five and six speeds being sold along the timeline. The BMW dealer network is well established in Australia and is known for its high quality of technical training.Electronic diagnosis of problems is highly refined as BMW was a leader in this field. The technician plugs in your car and it is then connected to a large computer in Germany where it is quizzed not only on current problems but even in intermittent troubles that aren’t actually present in the car at the time it was driven into the workshop. Clever stuff.This high-tech diagnoses and servicing is just one reason it makes a lot of sense to buy a used Z3 or Z4 that has always been serviced by an official BMW dealer. Spare parts aren't outrageously expensive for a car in this class, but may prove to be a factor in your decision as to whether to buy an older Z4 rather than a cheaper convertible from a lower-cost maker.Insurance may be expensive if the driver is young and/or inexperienced. Surprisingly there is seldom a big increase in premiums for the high-performance models.WHAT TO LOOK FORCarry out your own pre-purchase inspection to the best of your ability. Once it has passed your tests call your BMW dealer, or at least a qualified mechanic with knowledge of the marque. Lift the carpets for signs of dampness or even rust if the car has been caught out in the rain in a big way. It’s best to ask permission from the seller before doing this as technically it’s dismantling the car and that is often frowned upon.Check for previous crash repairs by looking for signs of paint overspray, panels with a slight waviness in their finish and for colours that don't match exactly from one panel to the next. Make sure the engine starts virtually instantly, idles smoothly within a second or so of startup and pulls without hesitation even when completely cold.CAR BUYING TIPSome sports cars are ‘fanged’ on a daily basis, others never get past the mid-range marks on the tacho. No marks for guessing which is the better bet as a used car. 

The third generation Porsche Boxster, tagged the 981, takes the same styling route as its predecessors, which is no bad thing.Porsche owners over the years have shown strong resentment to any major changes in direction, so features like the air intakes in front of the rear wheels and the shape of the bonnet and headlights follow a familiar theme. You can choose between a standard Boxster at a modest starting price for this class of just $107,500, or the high-performance Boxster S with a recommended retail price of $133,800. The new-generation Porsche Boxster provides a pure-bred machine for what is a very modest price for the class in which it operates. It’s little wonder that dealers are reporting very satisfactory sales in the first few months of this German machine.The standard variant uses a new-design 2.7-litre flat-six powerplant with direct fuel injection in place of the manifold injection 2.9-litre of the previous model.Despite its smaller capacity the new unit has 15 per cent more power (now 195 kW), yet uses 13 to 15 per cent less petrol. That’s impressive. Choosing the Porsche Boxster S puts a revised version of the well-established 3.4-litre flat-six just behind your back.With 232 kW of power and 360 Nm of torque it has higher outputs, but uses less fuel than in the old model. Transmission options are six-speed manual and seven-speed double-clutch PDK automatic.At the tail there’s more change in the design, with a strong style line that runs the full width, with the taillights following the horizontal shape of the metal.New Boxster is bigger than before and would have weighed substantially more, but more aluminium has been used than ever before with the bonnet, rear deck and door skins all benefitting from the lightweight material.Combined with other weight saving measures the mass of the Boxster has trimmed by 25 to 35 kg depending on model. It all helps in improving straight-line performance, providing nimbleness and in reducing emissions and fuel use.On a slightly more mundane note, there is reasonable stowage space within the Boxster and the fact that it has two boots (one in front the other in the rear) makes it a more than practical long term touring car.If you’re going to be spending hours each week the PDK makes sense, but if you want to be part of the action it simply doesn’t provide the same sensation of driving as does the ‘proper’ manual gearbox.On the road the latest Porsche Boxster is close to perfect in its balance and nimble handling. The use of a mid-rear engine, rather than the full-rear unit as in the 911, gives it virtually neutral weight distribution.The Boxster hangs on to the road at speeds well in excess of those achievable by anything other than an ultra-expensive supercar. And the fact that it’s lighter than the typical supercar makes it more nimble in its feel.The electrically assisted power steering, which is used to trim fuel use and exhaust emissions, provides better feedback than any similar units we have tested in other cars and really does feel as though your hands are in direct touch with the road.Depending on the model and options chosen there are various adjustments for the suspension, steering, engine and transmission settings. So Boxster can be tuned to provide a comfortable ride, a firm one or a full on racetrack hardness.Some sharp potholes and bumps did send a shudder through our test Boxster S on some occasions when we selected the firm Sport setting. Try for yourself during your own pre-purchase test drive to see if the car’s characteristics suit your needs.The way the Porsche engines sound during gearchanges and on throttle liftoff is simply superb. Even in speed-regulated Australia you can get a lot of pleasure from dropping the roof (it only takes nine seconds and is fully automatic) and just listening to your progress as the powertrain does its sporting best.The engine has switchable stop-start in the interests of emission reduction. The engine starts almost imperceptibly and we were more than happy to leave it switched on in anything other than very slow traffic crawls.We have just stepped out of a Boxster S automatic after a most enjoyable week of smile-inducing driving. While we are well aware that the auto is both faster and more economical than the manual our preference is still for the extra driving involvement that’s provided by the manual.

BMW's M tag is far less exclusive than it once was but still signals high performance. Forty years ago in Munich BMW decided to step up its commitment to motorsport and create a specialist division. It focused on racing engines and one car in particular: the 3.0 CSL.With 270kW from a 3.3-litre straight-six -- and weighing a mere 1.1 tonnes -- it won everything European touring car racing had to offer. A few years later, BMW wanted a car to compete in a Formula 1 undercard race and made a mid-engined supercar called the M1. To meet the rules, it had to build at least 400 road-legal versions. As well as a stunning shape, the M1 was the fastest German sportscar of the time. Just 456 were made, so it's very collectable now. That car gave the division its name and within a few years it was turning out the M3 and M5 performance variants that cemented BMW's reputation as a driver's badge. When it applied M-ness last year to the 1 Series two-door, it wanted to reserve “M1” for the 1970s original -- or its heirs -- so it broke with convention and called it the M Coupe. Which suggests that behind the scenes BMW may be working on a new M1 supercar. In a way, that's exactly what it needs because the blue, violet and red tricolour is being applied increasingly liberally across almost everything BMW makes. That M Coupe saw the division embrace turbocharging for the first time, but any inhibitions about how far M could legitimately go had already been dismantled a couple of years earlier when it allowed offroaders, inherently non-racy vehicles, to qualify for performance tuning.The X5 M and X6 M were the result; amazingly capable SUVs but a long way from where it all started. There's more. To maximise the potential of the badge, there's now a sub-brand called M Performance. This is sort of M-lite, with a performance wand waved over the chassis but assembly on the standard line rather than specialist construction.VALUEThe prices start from $68,400 BMW M135I, $292,500 BMW M6 (coupe) and $308,500 (convertible). Its debut vehicles are powered by M's first diesel, a triple-turbocharged six-cylinder in the M550d versions of the X5 and X6. BMW admits this diversification was inspired by the success of its M Sports packages, which apply racy cosmetics such as sports seats and aero kits to standard cars.M Sport versions have just become available for the 3 Series launched early this year and BMW expects 40-50 per cent of buyers to opt for it -- on a car already available with a so-called Sportline trim. Depending on which model you start with, this can add $8900 to the price.M Performance parts are the latest twist. They leverage the M Performance sub-brand to offer buyers a selection of aftermarket add-ons. In effect, the M badge has been parlayed into a huge Sports-R-Us superstore. If it used to stand for Motorsport, perhaps it now stands for Marketing.In fact it's difficult to say what it stands for, so diverse are the offerings. The two latest are effectively bookends for the non-cosmetic side of operations. At one extreme is the M135i, an M Performance model that spices up the mainstream hatchback launched last year.For the price the M135i’s performance is sensational: 4.9 seconds to 100km/h (slightly slower with the manual). That's identical to the M Coupe, which was $30,000 more. At the other is the M6 Coupe or Convertible, which is the most expensive M you can buy and, aside from the V12-powered long-wheelbase 7 Series limousine, the most expensive BMW.TECHNOLOGYOnly a year after it debuted in an M car, they both use turbocharging. Thanks to emission regulations, turbocharging is needed to meet the challenge of getting performance and economy from smaller capacity engines. In M cars, it changes the character of their power delivery. Previously, you had to rev the daylights out of them before you could tap into their potential. With turbos delivering huge torque virtually from idle, that's no longer the case.It has made the M6, which is a mechanical twin to the M5 launched earlier this year, much more like its AMG rivals from Mercedes. The engine, downsized from the previous 5.0-litre V10 to a 4.4-litre V8, uses turbos to get 39kW more power and a whopping 160Nm more torque. The redline arrives 1000rpm lower, at 7200rpm, but peak torque is accessible across virtually the entire rev band, from 1500-5750rpm.It's some compensation for turbocharging's downside: lag between throttle and response. But what it means in practice is wheelspin on demand and power oversteer if you turn all the settings to max and take it to a track, as BMW did for the launch.The M6 Coupe can hit 100km/h in 4.2 seconds and twice that in just 12.6, making it BMW's fastest car. The Convertible, being heavier, is a fraction slower but still quicker than its rivals from Jaguar or Maserati. Of course, there's an option called the M Driver's Package, which lifts maximum speed from an artificially limited 250km/h to 305km/h. I've little doubt it could get there.DESIGNThe Convertible is heavier and less rigid than the carbon-fibre-roofed Coupe, but they are both the wrong side of 1.9 tonnes. The M6 has piled on 200kg since the 2006 original. It's a splendid luxury express with one of the best cabins I've seen in a BMW. However, it's a long way from where M started and although everything works -- the brakes held up well, for example -- I wanted to be less remote from the car.That's something you get more of in the M135i. Even though this is not a full-dose M car but an M Performance model, it's closer to the first M3 than anything bar the M Coupe mentioned above -- which is now, sadly, unavailable. The M135i looks like a frumpy little hatchback rather than a performance car and, initially, seems too softly sprung for a performance variant.DRIVINGThe Lakeside circuit in Queensland is much tighter and twistier than Phillip Island, where it took the M5. Any overzealous throttle use brought the tail out and the traction control light was almost permanently on. Disappointingly, there was less subtlety and feel to the steering, throttle and brakes than I'd like and where the M5 was a hoot at Phillip Island, the M6 felt large and weighty at Lakeside. I was acutely aware my daring depended on fat rubber and it seemed like hard work from behind the wheel. No wonder, given the speeds achievable. However, brilliant front-end grip means you can point it around corners with confidence. The rear can stutter a little, but it tracks through bends with superb composure. It's also relatively light, at 1.5 tonnes.The M135i’s engine -- a familiar 3.0-litre turbo six -- sounds great when pressed and comes with an unsampled six-speed manual or excellent eight-speed automatic. There are issues, such as tyre noise and wide A-pillars, but against rivals such as the Audi S3 it looks an absolute bargain.VERDICTWith more M cars on the way, including an M3 Coupe and Convertible rebadged as the M4, it's a vital reminder of where the whole M thing started.BMW M135IPrice: from $68,400 Engine: 3.0-litre turbocharged 6-cylinder petrol, 235kW/450NmTransmission: 6-speed manual or 8-speed automatic, RWDThirst: 8.0L/100kmBMW M6Price: from $292,500 (Coupe) to $308,500 (Convertible) Engine: 4.4-litre turbocharged V8 petrol, 412kW/680NmTransmission: 7-speed automatic, RWDThirst: 9.9L/100Km (10.3L/100Km)

Not only becoming the biggest selling roadster of all time, but also nudging many other car makers into building open-top cars, something that had previously seemed to be impossible due to ever tightening safety regulations.The Mazda sportscar is a delight to drive, with pin-sharp steering, excellent road grip, near-neutral balance and the ability to change direction mid corner at the merest hint through the wheel that it’s needed. Many owners love to take them for a quick blast along their favourite stretch of road on a sunny Sunday morn.They usually drive with the top down of course, even if the weather is threatening. That’s because the soft-top only takes seconds to send down and pack up again. You can do it when stopped at a red light, though it does require you to have a supple body, because a fair bit of upper body twisting and shoulder strength is needed.A folding hardtop roof made things much simpler when introduced in September 2006. It not only works neatly, but has added a minimum of weight to the car and takes little away from luggage carrying capacity. So popular did the folding hardtop become in Australia that imports of the soft-top slowed to a crawl and in the latest model, introduced in November 2012, the hardtop became the only unit offered in Australia. You may be able to get one on special order by speaking to your Mazda dealer.The Mazda MX-5 was launched in Australia in October 1989 and remained almost unchanged in its body until March 1998, when a near-new car was introduced. The original model had pop-up lights, the latter one fixed units. At the same time, an increase in boot space made the MX-5 a more practical car, one that could be used as a daily driver by a couple.A facelift in October 2000 saw the rounded grille replaced by what Mazda calls a five-point grille to bring it into line with the styling of the rest of the Mazda family. An all-new MX-5 arrived in October 2005. It was slightly larger than before, though weight rises were kept to a minimum.Engine power isn't quite as impressive as the chassis dynamics; the original MX-5 only had 1.6 litres. That was lifted to 1.8 litres in November 1993 in a new engine that was slightly modified but, surprisingly, wasn’t as happy to rev as in its previous incarnation although torque was fattened out.The 1998 model change kept the engine at the same size but gave it a little more punch, although still not quite enough. In October 2000, the engine received a new variable valve timing system to improve power and torque. Response was significantly improved with that latest engine but is still nothing to get excited about.A 2.0-litre engine was introduced in the new 2005 model and is arguably the best yet. Changes to the 2.0-litre engine in 2009 and 2012 saw it able to rev to higher numbers, yet it was improved in the low down grunt department at the same time.Anyway, half the fun of driving a little roadster like this is rowing it along on the gearbox, going for the right gear at the right time to make the best of the engine’s limited power. The gearchange on the original Mazda MX-5 is one of the sweetest units you will ever meet, with short positive changes that not only work well but feel great at the same time. So the relative lack of engine power is actually a bonus in the minds of some owners.Earlier gearboxes were five-speed manual units. A six-speed was used in the 10th Anniversary limited edition of 1999, and became standard in the October 2000 model. The six-speed is a close-ratio unit, having a similar ratio in top gear in both boxes. To our way of thinking the six-speed isn't quite as pleasant in its feel as the latter five-speed, but it’s still an excellent unit.An automatic transmission with six forward ratios became an option in 2005. Believe it or not, it's almost as nice to sit behind as a manual because of the very-sporty programming of its electronics. Good design and high build quality mean the MX-5 is reliable. It’s fairly easy for a good amateur mechanic to work on and spare parts are normally reasonably priced. The Mazda dealer network isn't huge but works effectively and we have heard of no real complaints about availability.Insurance can be expensive, particularly for young and/or inexperienced drivers so it’s worth shopping around to get the best deal. As always, make sure you understand what you are getting for your premium dollar.WHAT TO LOOK FORIn early models look for stitching that's worn or even broken in the soft-tops and for discolouration in the plastic rear window in early models. A glass rear window was used in the new model of 1998. Check under the carpets for dampness as the car may have been caught with its top down in the rain. It's best to ask the owner of the car for permission before pulling up the carpets.It's probably best to keep clear of MX-5s that have been used in lap dashes at race tracks or in rallies. These can often be recognised by tyre scrubbing (if they haven't just been renewed to hide the fact) and by the fitment of a rollcage, fire extinguisher or extra instruments. Also look for heavy deposits of brake dust on the callipers and the inside of the wheels.Check that the Mazda's engine starts easily, idles reasonably smoothly and doesn't blow smoke from the exhaust under hard acceleration. The gearbox should be light and positive in its change action and not baulk or crunch even on the fastest of changes. The third-second change is usually the first one to show up any troubles.Look for crash damage that's been repaired, indeed it may be very wise to call in a professional if you are in any way suspicious.CAR BUYING TIPBeware the sports car that has actually been used as a car in sport - these are comparatively rare and may be in need of expensive repairs.

The toaster I bought recently came in a huge box to accommodate all the bumph that came with it. There was a catalogue of similar products, so I could furnish my kitchen with a kettle or blender along the same lines. There was a guarantee it would toast until eternity and instructions which, if I had never used a toaster before in my entire life, just might have been useful.Insert bread. Turn on. That sort of thing.
Then there were safety warnings that assumed I was a complete stranger to electricity and, best of all, a note congratulating me on my superb product selection.
Giving you a warm inner glow after buying a white good, or in this case an orange good, is retailing 1.01.But Harvey and Bing and their mates must look enviously at car dealers. Toaster-love is contrived, a ripple in the empathic ether. Buying a car is a seismic event.
This is something carmakers like to dwell on, especially the premium brands.Catch the right emotional wave and they can surf their way to fat margins.
You might think, given the number of vehicles that pass through the paws of Prestige Motoring, that I've become inured to their various charms.
Not so.The same cars manage to strike the same chords generation after generation, on a spectrum from ennui to excitement via irritation and delight.
There are some cars, though, that summon a feeling I can only describe as "King of the Road''.It's a very short list and while yours might be different, mine does not contain a single Ferrari, Lamborghini or Aston. There are no BMWs, Audis or Porsches either. They have qualities aplenty, just not this.On my list there are just two: the Range Rover Vogue and the SL AMG. Obviously, whatever they have, it doesn't boil down to power or luxury. You can't point to part of a Range Rover and say, "Ah, that's the secret ingredient.'' But from behind the wheel of these two utterly different cars I feel as if I'm in the throne room of vehicledom. No other cars can do that.
I'm aware, of course, there are plenty of negatives to both.The Rangie makes you public enemy No 1 to the entire environmental movement while the SL has the unmistakable whiff of white shoe. So I'm not suggesting you actually buy one on the strength of this emotion. I can imagine wanting a Rangie but there's no way I'd want an SL. It's wrong in every way.It's a convertible, and a folding hardtop one at that, so it won't drive as well as an equivalent coupe. Worse, it's an ostentatious convertible that exists mainly to show others of a well-heeled persuasion that you're better off than them.DESIGNTo top it all, this SL, the sixth of the line, is downright ugly. The lumpen design of the standard car is made even worse in the AMG studio by add-ons and aero bits. Now it's heroically unattractive in a Henry VIII sort of way.Its elegant predecessors, the original 300SL Gullwing or second-generation Pagoda, must shrink with dismay at their brutish heir. From the driver's seat however, this is not what you see. Instead you look out over substantial bonnet real estate with strakes and vents that connect you visually with what's underneath.The cabin matches the drive experience nicely, with a solidity that Bentley would be proud of. Rich metal, carbon fibre and leather. Nice little IWC clock. The seats are excellent, of course. They look more sporty than regal, but in reality that's what they are.TECHNOLOGYThat's a turbocharged 5.5-litre V8 with 395kW and 800Nm awaiting your command. There's a delay -- the lag between edict and obedience that turbocharging brings -- but before long the tyres are scrabbling to do your bidding like frightened courtiers.
It's awesome power and it quickly corrupts. Despite its size, it can weave through other traffic as though it were stationary, reaching 100km/h after 4.3 seconds.A performance pack lifts power to 415kW and torque from 800Nm to 900Nm, cutting one-tenth from the sprint time. Keep your foot down and the acceleration is relentless, hitting 200km/h in 12.9 (or 12.6).
Turbocharging tends to stifle the sound of an engine and it's no different here, although the bass blatt that emerges could be a force of nature with enough growl to make it addictive.It sounds best when punching down through gears, when the multi-clutch transmission matches revs for you. This gearbox, with four levels of aggression, can be abrupt when cold and defaults, annoyingly, to an eco mode which shuts down the engine at lights. This allows Mercedes to claim remarkable fuel economy of 9.9l per 100km.You'll never see that, though, because once you're behind the wheel you become Harry in Vegas.
This chassis, lighter than the previous model by 125kg, is up for a night out like no previous SL I've driven. Usually, hardtop convertibles feel like you're driving a box of flatpack furniture but this one is all-of-a-piece, as rigid as a car with a proper roof.DRIVINGThe body control is remarkable for something exceeding 1.8 tonnes and it handles directional changes with an alacrity you simply don't expect. It turns in, points and has tremendous grip. This royal can dance.
On my test route I was expecting sloppiness but what I got instead was supremely assured handling combined with an ermine ride. The brakes can be uneven in feel, a minor letdown given the rest, but the steering is precise.
VERDICTThere are drawbacks -- the roof won't fold on the move and it's a shame some of the mechanism is visible. Worse, there's no digital radio, as there is in a Toyota Camry, which meant that instead of News Radio I had to listen to the parliamentary broadcast. But the view from the throne turns out to be sensational. And I'm thinking of doing away with parliament.Mercedes-Benz SL63 AMGPrice: from $381,500Engine: 5.5-litre twin turbo V8, 395/800NmTransmission: seven-speed automatic, RWDThirst: 9.9L /100km

Topping out BMW's impressive M performance vehicle lineup are the M6 twins in coupe and convertible variants.They sell in the $300 grand bracket so will be, um, fairly exclusive with BMW hoping for about 50 sales a year of each. If you do buy one, you can feel good within yourself for contributing around $100 grand to the Federal Government's Luxury Car Tax so us wage hacks don't get stung as hard - as if.Inside is a treasure chest of goodies you simply don't get further down the food chain including safety equipment to keep you in your lane, change to high beam automatically and keep you entertained through a 12 speaker audio system.Did I mention internet connectivity, high end satnav, head up info display and park distance control. That's on top of the heated and ventilated leather clad seats. BMW hasn't held back with these puppies offering both variants comprehensively equipped.Both cars look sensational on the road, big, imposing and powerful all of which they unequivocally are. Roof deployment/stowage takes mere seconds in the heavier convertible, the one we prefer in styling terms. It looks the goods with the roof on or off. And the plebs get to see you driving around in what is the ultimate M-car.But they're heavy artillery tipping the scales at around the 2.0-tonne mark - old school big GT cars made for Euro autobahn burning. There’s seating for four adults in individual seats but the rears are tight even though new M6 has been redesigned to provide more rear seat room. The boot size is OK.The M6 is basically a shorter wheelbase M5 under the skin sharing the same powertrain and all the same dynamic technology and luxury kit. The cars have adaptive suspension, variable steering, multi mode transmission and adaptive limited slip differential with its own multi plate clutch.The flow of power comes from a 4.4-litre, V8 petrol engine with two, twin-scroll turbochargers, variable valve timing and variable lift, direct fuel injection and other technology designed to optimise performance both in sporty terms and emissions.The engine is good for a whopping 412kW and 680Nm, the latter at just 1500rpm through to 6000. The effect would be best describes as a rocket sled with this big coupe/convertible capable of clocking a 4.2-4.3 second 0-100kmh split.This while using petrol in the 10.0-litres/100km range. It scores an EU5 emissions rating and even has engine stop start to cut fuel consumption in city driving. Launch control is at the other end of the spectrum aided by the super slick shifting seven speed dual clutch transmission (with paddle shift).Naturally, safety isn't lacking either with a full array of primary and secondary equipment designed to either help avoid crashing or surviving in one piece if you're in one.Having said that, the cars belie their bulk in drive feel offering an engaging drive that's almost totally electronically modulated. You can't really tell except for the over active stability control system that intervenes too early and too often in all modes except off.Push the big coupe/convertible a tad hard and you can feel the brakes being applied, the power being cut or redirected from one side to the other rear wheel. It's exactly the same as in the M5 sedan. Apparently, there's a half off mode for the Dynamic Stability Control system that you need to nail for optimum driving.Dynamics on these cars and indeed most BMW M cars is carried out at Germany's legendary Nurburgring race track. It shows. Drivers can spend a good deal of time setting up their M6 or simply push the MDM (M Dynamic Mode) button for full-noise driving. And what a noise it makes - a stirring burble morphing into an angry V8 bellow when the taps are opened complete with a whip crackin' bang at full throttle upchanges.Their drive feel will appeal to the most discerning driver as will the level of luxury in the cabin.