Convertible Reviews

Twin peaks … the M6 coupe and convertible stand at the summit of the BMW range. It may be the race that stops the nation but there is no way the running of the Melbourne Cup this month was going to stall BMW trotting out its all-new M6 coupe and convertible.The high-performance pair undoubtedly deserve their positions at the head of the BMW field with good looks backed by ground-breaking automotive technology. But are they sprinters or stayers? The answer is both.On the market at $292,500 for the coupe and $308,500 the convertible, plus on-road costs, the pair appeal to a limited audience, with BMW predicting sales of between 20 and 30 cars before the end of the year. The features list includes the ubiquitous BMW iDrive, which is linked to a professional satellite navigation system with a 10.2-inch wide-screen set-up. Also included are a plethora of multi-functions found in luxury vehicles these days. One carp is the odometer positioned low on the instrument cluster, making it difficult for a smaller person to read easily. There’s no such problem with the head-up display of info on the windscreen. Capping off the extensive crop of ‘fruit’ are features such as park distance control, cruise control with braking function, rear-view camera, high beam assist, lane change and departure warning, surround view with top view and side view, plus optional BMW night vision with pedestrian recognition.Thanks to BMW efficient dynamics, the M6 coupe is capable of reaching 100 km/h from rest in 4.2 seconds; the convertible is claimed to do the same in 4.3 seconds. As for staying power, despite a 10 per cent increase in engine output to 412 kW and 30 per cent boost in top torque to 680 Nm, fuel consumption and carbon dioxide emissions have been cut by 30 per cent, compared with the cars they replace.The latter pair are put at 9.9 litres per 100 km and 232 grams per kilometre on the combined urban/highway cycle for the coupe and 10.3 litres per 100 km and 239 grams per kilometre the convertible. The ‘magic pudding’ recipe turns out to be a blend of a high-revving 4.4-litre V8 engine with M twinpower turbo technology, which all but cuts out turbo lag, connected to a seven-speed M double clutch transmission with BMW’s drivelogic and active M differential.The double clutch, essentially two gearboxes in one, ensures seamless shifts, producing rapid acceleration. Drivelogic, in full automatic or manual mode, offers three shift programmes – comfort, sport and sport+ – activated at the touch of a button. There’s launch control for optimum acceleration off the mark, low speed assistance and engine start/stop technology for fuel efficiency in town traffic.       Added to the mix are M tuned chassis technology, close to 50:50 weight distribution and high-end aerodynamics. The active M differential, with its variable locking ability between the rear wheels, ensures there’s optimum traction no matter the state of the road and weather conditions, or when accelerating sharply out of corners. Suspension damper forces are variable in three stages to suit driving conditions or wishes of the driver. Servotronic speed sensitive steering can also be set up to one of three settings to suit the driver.The centre of gravity of the coupe has been lowered compared to its predecessor by means of a carbon fibre roof, which is much lighter than metal version, while the boot lids, and in the case of the convertible, the roof cover are made from glass-fibre composite material.While four sports-style seats are on offer, the coupe and convertible are basically 2+2s, with limited leg room in the rear. There are no such limitations up front with super supportive seats stabilising occupants during spirited driving.A meaty M leather steering wheel incorporates multifunction buttons and fixed gearshift paddles, helping the driver maintain complete control of the vehicle. Cabin turbulence in the convertible with the roof down is not intrusive and with the cover closed produces far-from-claustrophobic conditions.  Load capacity of the coupe is put at 460 litres, while the convertible can carry 300 litres of luggage with the roof stowed and an extra 50 litres with it up. The roof can be raised or lowered remotely via a button on the key – 19 seconds to open, 24 seconds to close – or with a button on the centre console.There’s the suite of active safety features usually found in BMWs, consisting of dynamic stability control which calls on ABS anti-skid braking with cornering brake control, dynamic brake control, brake assist, brake drying function and start-off assist.The undoubted thoroughbreds were launched in south-east Queensland with the Big Day Out on wheels parading out of Brisbane city centre, through the suburbs, up and around Mount Nebo, through the Samford Valley and on to Lakeside Raceway.The steep twists and turns of the hilly terrain showed off the pair’s braking ability to its best advantage, the 400 mm ventilated discs up front and 396 mm versions at the rear keeping the big cars – close to two tonnes apiece – on the straight and narrow, so to speak.On the countless corners during track work at the historic raceway it was a case of brake, point, gun; brake, point, gun, the cars seemingly capable of continuing like this without suffering in performance until darkness fell and we all went home to tea.On the limit, BMW’s array of active safety features snapped the vehicles sharply to attention . . . the drivers also. If piloting a high-performance vehicle with the unrelenting concentration required can be a pleasant experience, this was one.As one BMW staff member commented: “Looks count in this class of vehicle.” There’s no argument on that score with the M6 coupe and cabriolet.

When you have been building the world’s biggest selling sportscar for almost a quarter of a century it would seem like a good idea not to mess with the formula.The Roadster Coupe starts at $47,280 for the manual and $49,405 for the automatic and as you MX-5 fans out there will know, this gets you a 2.0-litre 4-cylinder engine which is more than capable of creating plenty of driving fun.Chief engineer of the MX-5 Nobuhiro Yamamoto, came to Australia for the launch of his new baby. His doing so is a big compliment to the local importers and a sure sign that head office in Hiroshima is impressed with the big sales being gained downunder.Yamamoto-san, who has had experience working in Australia with the Mazda racing team, explained that changes to the throttle and brakes had further improved the handling ability of a car already recognised as being a leader in its class.Mazda’s stylists have made bold changes to produce the final design shape of the third generation MX-5 prior to the all-new model that’s due in 2014. The result is a deep grille that’s shaped to give it a 3D effect. The foglights are made to stand out in appearance and the headlights have a gunmetal effect in their surrounds.The interior has also received a rework, albeit a relatively mild one, with the previous silver decoration panels and aluminium-finish steering wheel bezel being 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.As someone who is 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 pretty uncomfortable after a while.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. And the fact that it gives the car a purer appearance even when it’s closed is appealing to our eyes.On the road during an extended test we found the latest Mazda MX-5 to be as delightful as ever. We have been road testing this little roadster since day one in Australia in 1989 and have spent many hundreds of hours in each generation and sub-gen since then.The new MX-5 continues to provide driving in its purest form, with fast and precise control through the steering wheel and by way of the throttle pedal. We tested it extensively in the hinterland behind the Gold Coast and in the rugged northern areas of NSW, both regions are of the type just loved by true sports roadster drivers. Mazda MX-5 owners are sometimes simply in a cruisy mood, so we also toured the wonderful beachside strips after coming down from the hills.

Canny motorists are facing a shopping bonanza as car makers start slashing prices to make way for new models. But it's not only outgoing models going cheap - look out for end-of-year sales as well.Any time a carmaker trumpets a new model, these shoppers are there ready to make a financial killing by buying up the old model. Look for sales at particular times of the year. June is traditionally a strong month for squeezing extra savings out of a dealer though, with a buoyant car market and fierce competition, anytime towards the end of any month can deliver a bonus.End of year sales are popular. Dealers always want to sell but the months of November and December provide a chance to discount cars built in the current year. Fighting this are car buyers who want a car built in the new year to preserve resale value. Here's some deals but be prepared for more as the calendar year draws to a close.HOLDENDeep Purple is no longer a rock band - it's Holden's new colour that is available on a range of cut-price “Z-Series” Commodore sedans, utes and wagons. The new colour is the same as Holden's iconic show car, the Efijy. Different models in the Z-Series line-up get different equipment levels but, as an example, the base Omega automatic is $41,990 but the Z-Series edition costs $39,990.The bonus is that the Z includes a heap of extras within that price, including leather upholstery, 18-inch wheels, rear camera and sensors, leather steering wheel and chrome door frames. The SV6 ute adds 19-inch alloys, carpet mats and leather seats for $38,490, down $1000 on the plane-Jane SV6.The discounts on the VE Holden Commodore range precede the launch early next year of the VF Commodore models. Holden is also running out the Barina five-door manual hatch at $16,490, a saving of $500.TOYOTAYou'll have to do some legwork here. The new Corolla is on sale and some dealers still have stocks of the old model. Officially, there's no discount on the outgoing model though some dealers - predominantly NSW and Victoria - have extra stock and have advertised a $18,990 price, $1000 off the list price. Note that the cheapest 2013 Corolla is also $19,990. Toyota WA says customers should discuss pricing direct with their dealer.It's not only the Corolla that may offer savings. The RAV4 gets updated early next year and though there's no official price, dealers will consider offers. On top of that, Toyota has zero per cent finance on Camry, Camry Hybrid and Aurion until the end of the year.HYUNDAIThere's a lot of previous-model stock available from Hyundai and buyers can make big savings if they're not chasing the latest car. These include old-stock i30 hatchbacks with $2000 off the normal price and previous Santa Fe SUVs for up to $3000 off.But there are also current models. The big one is the $13,990 drive-away price on the i20 three door which saves $2500. A similar discount is on the five-door i20. The i40 wagon is now from $29,990 driveaway, a saving of about $3000, and the sedan model with automatic transmission is also from $29,990, saving about $2500.Hyundai's popular baby SUV, the ix35, is now from $27,990 driveaway for the Active version, a saving of $1120, while other ix35 variants have been reduced by $500.MITSUBISHIThe new Outlander SUV arrives November 18 so Mitsubishi is sweeping out current stock. The "Enhancement Pack" model is an LS version with leather seats, heated front seats and an electric-adjust driver's seat. It has Bluetooth, 18-inch alloys with a full-size alloy spare, six airbags for the front-wheel drive version (up from two) and a cabin styling pack with bright trim to the door handles, console panel and rear door trim.Prices start at $28,990 drive away for the LS front-wheel drive model with five-speed manual transmission. The normal price is $29,340 plus on-road costs so the saving is about $4500. But for buyers who want the new model, register on Mitsubishi's website and there's the chance to win a $1000 Westfield shopping voucher and 15 per cent off accessories for the new Outlander. If that's not tempting, Mitsubishi also has 0.9 per cent finance until the end of this month.SUBARUThe 2012 run out has just started for Subaru which has chopped up to $5000 off three models. It replaces its Liberty and Outback in early 2013 as a mid-life makeover that includes upgrades to trim specifications. There is an all-new Forester also due about February. So the deals are now on the table.The Outback 2.5i manual is usually $37,490 plus on-road costs (say, $5000) but is being rolled out the showroom door for $35,990 including all on-road costs. The same axe has lobbed on the Forester X which is now $32,990 drive-away including leather-faced seats, alloy wheels and fog lights.The normal retail price is $30,990 without the extras and without on-road costs. Subaru is selling the Liberty 2.5i sedan manual for $31,990 drive away with leather seats, electric driver's seat and reverse camera. The car normally sells for $32,990 plus on-road costs.FORDKuga Trend $35,490 drive away (normally $38,990 plus on-road costs) and the upmarket Titanium is now $41,490 drive away, previously $44,990 plus all on the road charges. The Kuga is to be replaced with a new model in early 2013.Focus Ambiente hatch now $19,990 drive away (normally $20,290 plus costs). The Mondeo Zetec hatch is $33,990 with all costs (usually $37,740 plus on-road fees) and Falcon's XR6 Turbo is down from $46,235 plus costs, to $43,490 drive away.KIAThere's a new Sorento SUV so the outgoing model has a $2000 gift voucher attached to its normal retail price.VOLKSWAGENIs running out stocks of the current Golf VI to make way for the Golf VII due early next year. Volkswagen Australia has set the price of the current Golf 77TSI manual at $20,990 including metallic paint and all drive-away costs. This is a saving of about $5000.The Golf Wagon 90TSI with DSG auto, metallic paint and all drive-away costs is now $29,990, saving about $3500. Note that for small-car wagon buyers, Volkswagen has not confirmed a wagon version of the new Golf. If you want this shape, this could be your last chance.VOLVOThe Swede is clearing out its 2012 stock by adding value rather than chopping the price tag. The S60 and V60 entry-level models now come with the upmarket Teknik pack valued at about $4500. But if you specify the Teknik model, Volvo will automatically give you the R-Design pack (valued at $3000) for free.The same deal applies to the XC60 SUV. There's also a deal on S60 or V60 from the dealer's existing stock. Volvo will include free scheduled servicing for three years or 100,000km.

Four wheels good, two wheels ... Well, not "bad". Never bad. Not when they're the rear wheels of a 911. The triumphal and still fairly new 991 generation of the perennial sports car has been launched in its all-wheel-drive versions - Carrera 4, 4S and the equivalent Cabrios. Driven this week in the Austrian Alps, it was never going to be a question of these being better than the solely rear driven 911s.Rather it's down to your definition of "better". Is making the already incredibly adept 911 that bit more clinical and über capable is really such a good idea - especially in a car that is already too good to be used in Austria and leagues of magnitude too good for Australia?When asked what Carrera would do for him, Herr 911 himself - the model's project leader August  Achleitner - tells Carsguide: "I would be satisfied with the C2 S. If  you do not live among snow, the grip is massive."Indeed he says, when properly shod with Pirelli summer rubber and driven in optimum conditions, the ostensibly lesser 911 provides some 90 per cent of the C4's immense capability. "But," Achleitner says, "you feel better when you hand the keys to your wife." Or the likes of me.VALUEIf measured literally by metal for the money, there's no argument. The extent to which the wide bodied C4s are bigger than the C2s appears incremental on paper, but hugely imposing in physical appearance. More on that in a minute ...In showrooms by March (those that haven't been pre-bought) - the 3.4-litre 911 Carrera 4 Coupe is priced at $255,400 plus on-roads - the price of a VW Up over the previous model.  The Carrera 4 Cabriolet is a base Polo dearer than its predecessor at $280,900. At $289,400 the stove hot 3.8-litre Carrera S 4S represents a rise of a Polo with DSG. The  range topping $315,000 Carrera Cabriolet is getting into Golf country over the car that preceded it.Yet even without options (but always including the $5400 PDF twin clutch auto) the full panoply of which could equally be a Scirocco S over the previous car, the new Carrera 4s  represents at least that great an advance. It's a tech tour de force.Realise also that more than $100,000 of each car's purchase price goes to Wayne Swan, who of course spends it on everyone's behalf, so don't go calling 911 drivers "bankers". They're contributing to the common good.TECHNOLOGYTo extol the Carrera 4's array of tech would not only be superfluous - you've read it all recently - but to risk being cast adrift in an ocean of acronyms. This time, we need discuss only Porsche Traction Management system, the slick electronic mechanism that shares the driving force around all four wheels, distributing power between the permanently driven rear axle and the front. It allows no more torque to be transmitted to the wheels than can be done without slip, reacting quicker than a mere human could hope.It's as active or passive as you yourself are behind the wheel, continuously monitoring including the rotational speed of all four wheels, the lateral and longitudinal acceleration of the car and the steering angle to send drive to where it will do most good. Blast off the mark hard enough to disturb traction and the multi-plate electronic clutch thrusts power aft. To cement the relationship of "proof" with "fool", another program prevents wheel spin by adapting the engine’s power output. During cornering, the optimal level of drive power is distributed to the front wheels to ensure excellent lateral stability.And if not for the event busy dashboard indicator that shows which end is doing how much  work, you might never know what's the go. PTM might as well be a short form for "seamless". Or "flattering". Sorry but you alone are just not that good.Present and correct are the two tunes of Porsche's water-cooled flat six, with direct injection, variable valve timing, an aluminium block and every refinement to ensure that in 3.4 or 3.8 form, the C4 911s run barely an eyeblink behind the C2s.The Carrera 4 Coupe does the 0-100kmh run in 4.5 seconds, the Cabriolet in 4.7 - all of one tenth behind the rear wheel drive cars. The blazing S versions match their lighter siblings at 4.1 seconds in the Coupe and 4.3 in the drop top.DESIGNOn paper 44mm of extra width over the regular 911 looks very little. In practice, on narrow alpine roads crusted by frost with vertiginous drops, it feels like an extra metre. If unkind to driver's view (shrouded is too kind a word for the coupe's rear three quarter aspect) visibility is very much the point of the flared rear arches and wider wheels."This is why we have the wide body," Achleitner says. "People wish to show they can afford the most expensive model."Certainly the 911's cockpit no longer leaves you wondering where your quarter of a million bucks went. Indeed, Porsche appears to be over eager to demonstrate it. No less than 60 buttons festoon the centre console and mirror controls.While the wheel is free of these, its column spouts four wands and two gear shifting levers. There's a tonne of function, but form? Not so much.If being the 911's exterior designer is the equivalent to being Tony Abbott's speechwriter - give them more of the same then repeat endlessly - incremental changes become all the more impactful. The widened C4 looks weapons grade.SAFETYNo one's crash tested this and no one's going to. At any rate, the C4 sheer dynamic ability, underwritten by an exceptional array of  active and passive electronic measures, means the human factor needs to be especially egregious if all is to end in road toll stats.So clinically, incredibly adept is the C4, I asked Achleitner if perhaps some of the sport had been removed from this classic sports car."To  use an example from my own experience, I am a very enthusiastic manual transmission driver. But when you drive PDK, which can manage so wide a breadth of tasks, you can even as a lover of manual transmissions want to change to PDK," he says."All these systems and all-wheel-drive too - at Porsche we ask the question do we need these? They are not essential, but they improve the car. It makes its ability, its limits, higher. And the car never gets boring."DRIVINGCertainly the car - especially the full throated S - never sounds dull. When you've tired of the aural frenzy bought on by even a half enthusiastic throttle opening,  you have tired of life.Even with its dynamic edge blunted by winter tyres, it is impossible not to be awestruck by this phenomenally sophisticated device for getting around corners quickly. You cannot reasonably complain about the feelful electric steering.You cannot but be delighted by the throttle blipping down changes of the PDK, transmission so adept, so incredibly intuitive that imposing your own will via manual changes is like pouring salt into an exquisite sauce or improving a Shakespearean tragedy with a happy ending. Your intervention is not only superfluous, but undesirable.Maybe that's a good thing.VERDICTFor when only the very best will do, even if the best is a bit too much.

The Mazda MX-5 is the world’s best-selling two-seater sports-car, with almost one million delivered since 1989. In Australia, more than half of all sports-cars sold are Mazda MX-5s. But it has faced strong competition this year, so Mazda has given it a once-over to keep it fresh until an all-new model arrives in 2014 – that will also spawn an Alfa Romeo offshoot.You’ve heard of ‘if it aint broke don’t fix it’. Well what about ‘we turned the car inside out to save 804 grams?’. Because that’s the net result of the changes: trimming 700 grams from the newly designed front bumper (3.5 to 2.8kg if you’re curious) and a further 104 grams from the wiring loom by removing 10 metres of the 50 metres of wire in the car.They used to fit 50 metres of wire in the car? The engineers have also toyed with the suspension and steering a little and fiddled with the engine computer to provide more oomph from lower revs (even if peak power is unchanged). For all that, though, the car still doesn’t have a USB input. It still makes do with a headphone socket and a 12V power point. Which just shows you where Mazda’s priorities lie: driver enjoyment of the road ahead, not what’s happening inside the car.Prices remain almost unchanged. They’ve risen by $80 to $47,280 for the base model and $49,885 for the luxury version with Recaro seats and BBS wheels. Given the price rise is so minimal, I’m surprised it’s worth the paperwork. Anyone expecting a large price cut, therefore, will be sorely disappointed.Many pundits were expecting a price trim, if not a butchering, given the competition in this class starts as low as $23,990 (Hyundai Veloster) and $29,990 (Toyota 86). True, they’re not convertibles - but they are fun, small sports-cars.So value is a relative term. Compared to a Porsche Boxster or BMW Z4, the MX-5 is great value. But compared to what everyone else is buying right now, it’s still way too steep.The technology in the MX-5 is beneath the skin, in the aforementioned trimming of the wiring looms, the thinning of the front bumper, and the remapping of the engine’s computer. Mazda has also installed a new brake booster, said to provide better feel and have less “hysteresis”.I had no idea what that meant so I looked it up. Apparently it is “the dependence of a system not only on its current environment but also on its past environment. This dependence arises because the system can be in more than one internal state.” I still have no idea what it means or does, but the brakes felt good.The wheels are now charcoal in colour, there are black highlights in the interior that were previously chrome and the curvy bit of plastic above the speedometer is slightly lower so it doesn’t block the view of short drivers. The front bumper has a new bend in it and a bigger grille ‘mouth’. You know what, though? It’s an elegant, timeless shape. I’m glad they didn’t mess with it.Well you get a folding metal roof these days, which is way better than a fabric top. Mazda Australia has ditched the soft-top for the time-being. Only four airbags are fitted (two frontal airbags and one outboard of each seat) because there isn’t room for overhead “curtain” airbags. Stability control is standard but, as ever, good road holding means you hopefully will be able to avoid a crash in the first place.The MX-5’s 2.0-litre engine is unchanged (118kW/188Nm) but thanks to some computer wizardry Mazda has made genuine improvements to power delivery by increasing the amount of oomph at low revs.Although the MX-5 has a little less grunt than the Toyota 86 – the darling of the moment – it revs cleaner, sounds smoother and has a more even power delivery across the rev range. The suspension is less jiggly than I remember MX-5s to be, and the stability control no longer kicks-in in case you do something wrong – it now only kicks-in if you do something wrong.Brakes? Check. Bad points? The clutch pedal is too crowded, there’s not enough space around the floor. And I wish the driver’s side mirror was convex, so there was a better over-shoulder view.

Mercedes has taken a new stance in its first all-new SL sports roadster in 10 years, leaning strongly in the direction of making it a highly competent grand touring machine. Grand Touring (which is what GT really stands for though the meaning has become somewhat twisted over the years) is all about moving safely and surely at high-speeds from one upmarket destination to another in sporting luxury.VALUEThe entry level SL 350 starts from  $225,000 and goes all away to the top of the range SL 500 starting from $304,500. Sophisticated hotrod AMG variants are also available, the V8 63 (from $381,500) goes on sale at the same time as the mainstream SL models, the V12 65 (from $466,500) is coming very early in 2013.TECHNOLOGYPower comes from a choice of a Benz 3.5-litre V6 engine (the SL 350) producing 225 kilowatts of power and 370 Newton metres of torque, or a bi-turbo 4.7-litre V8 (SL 500) outputting up to 320 kW and a staggering 700 Nm.Both powerplants take drive to the rear wheels by way of a seven-speed automatic transmission that runs a sportier state of tune than we have experienced in passenger Mercedes models in recent times.On an environmental note, the engines have trimmed carbon production and petrol usage by about 10 to 20 per cent when compared with those in the outgoing generations of SLs.DESIGNGiven the severe traffic and equally severe limitations on travelling at high speeds in many countries, the designers of the Mercedes SL have worked hard at an interior which is almost a destination in its own right. The interior of a new SL is certainly a pleasant place to spend many hours enjoying the feeling of conditioned air, fine music by way of Mercedes’ longtime partner Harmon Kardon and a generally relaxing atmosphere.Quality materials are assembled in an exacting manner, resulting in a blend of form and function that looks and feels most impressive. You can choose to do your grand touring in a closed coupe, or a coupe that feels semi-open if you choose to use the Mercedes’ Magic Sky Control to let your chosen amount of light through the glass roof, or ultimately do away with the roof altogether by powering it down into the back of the car for a convertible ride.Weight has been trimmed by some 70 kilograms in comparison to the superseded model, the car plus two people and their luggage is still mighty close to two tonnes in weight.DRIVINGSuperb electronic stability and steering systems mean a Mercedes SL can grip the road with cornering loads that the passenger certainly feels as G-forces mount. Yet retains an enormous amount of safety as sensors read the forces on various sections of the car and adjust the suspension, brakes and steering to make the car steer itself on just the right path.The driver can dial out some of the assistance depending on their desires, right down to almost-off settings should they wish to tackle a race track. Not the SL’s intended station in life, but one that can be tackled if you’re interested in something out of the ordinary in weekend entertainment.We sampled both engines over a varied drive route out of Melbourne and back organised by Mercedes-Benz Australia. The SL 350 has plenty of performance and is probably all that is needed by many drivers. The acceleration to overtake or simply to get away from the traffic lights with a bit of verve is satisfying and the exhaust note and air intake sounds are pretty satisfying.But, and we freely admit to being revheads, the twin-turbo V8 has so much more grunt that we simply loved everything it did during our 200+ kilometres behind the wheel of the SL 500. The deep note of the V8 is addictive and the push in the back from that over abundance of Newton metres is brilliant.We spent much of the time with the roofs down on both the SL 350 and SL 500 and found buffeting is minimal when the power operated windbreak is up. Mercedes’ clever Airscarf pumps warm air over your neck and as the heat went out of the sun later in the day made life more pleasant than it would otherwise have been.VERDICTThe big Benz is first and foremost a sporting tourer and can be hammered along in a manner that defies its size and weight.RANGEThe complete new Mercedes-Benz SL is:SL 350 3.5-litre two-door convertible: from $225,000 (automatic)SL 500 4.7-litre two-door convertible: from $304,500 (automatic)AMG SL 63 5.5-litre two-door convertible: from $381,500 (automatic)AMG SL 65 V12 two-door convertible: from $466,500 (automatic)Mercedes-Benz SLPrice: from $225,000 (SL350), $304,500 (SL500)Warranty: Three years/unlimited kmResale: 58 per centService Intervals: 12 months/25,000kmSafety: 6 airbags, ABS, EBD, EBA, TC, active bonnetCrash Rating: 5 starsEngine: 3.5-litre V6, 225kW/370Nm (SL350); 4.7-litre bi-turbo V8, 320kW/700Nm (SL500)Transmission: 7-speed dual-clutch auto; rear-wheel driveThirst: 8.3L/100km, 192g/km CO2 (SL350); 9.4L/100km, 218g/km CO2 (SL500)Dimensions: 4.61m (L), 1.88m (W), 1.31m (H)Weight: 1685kg (SL350), 1785kg (SL500)

Buying artwork is generally an emotional experience. The same logic applies to the Mercedes-Benz SL roadster: there's no rational need to own one, particularly as most SL buyers already have an S-Class or CLS (or both) in the garage. If money isn't an issue, the feel-good factor certainly is and few cars in the three-pointed star's stable make drivers.In the rarefied strata of SL candidates, six-figure sums don't mean much. It's the perception - their own and others - that matter. The SL350 starts at $225,000; the bi-turbo SL500 is $304,500. Only early adopters will pay those prices - most buyers will spend more to dip into the "designo" catalogue and customise their car.When the AMG variants arrive later this year, the SL63 will hit showrooms at $381,500; with the V12-powered SL65 at $446,500. You can't sleep in an SL but owners don't need to dream - it's already been realised.If you have a fancy, these cars have a feature for it. Take the top off and the electric draft stop, airscarf neck ventilation and heated ensure the enhanced view isn't sullied by wind. And the windscreen wiper sprayers are mounted on the blades and, with the top down, discharge on the downward stroke to ensure the no mist hits the occupants.The sub-woofers in the Harman Kardon sound system are built into the alloy chassis, literally transforming the car into a boom-box that will drown out any techno-beats from the adjacent lanes. Reach your destination with the top down and a button in the boot - which opens and shuts with a wave of the foot under the rear bumper - lifts the stowed roof to give access to the luggage.Where the SLS is sculpted for sport the SL's silhouette is all style. This is the marque's longest-running and most treasured nameplate - it's been around for nearly 60 years - and the designers have the unenviable task of creating a contemporary interpretation of a classic design. The proportions are key - long bonnet, humped cockpit and truncated tail.That said, every successive model has grown in size from the original SL300 Gullwing and the latest roadster is a mid-sized car at 4.6m long. The inside should put a smile on owner’s dials, from the scalloped seats to the standard of the stitchwork on the dash and the choice of three ambient interior colours that are housed in fibre-opted channels around the interior.Every acronym in the Mercedes range has been shoehorned into the SL but they should be superfluous, given the car's basic driving dynamics. Recycled aluminium has lifted 110kg from the body's weight - only the A-pillars are steel to improve rollover strength - and the car is noticeably lighter changing direction.The SL350 comes with six airbags, a drowsiness-detection feature and an active bonnet to protect pedestrians. Step up to the SL500 and there's adaptive cruise control, blind spot and lane-keeping assistance, tyre pressure monitors, “Pre-Safe” software that prepares the car for an imminent collision and a reversing camera.The SL takes refined ride to a new dimension. Set the adaptive damping to comfort and there's very little jostling over broken roads. Flick the switch to sport and every crease on the bitumen can be felt through the chassis. Acceleration should be measured in G-force, not seconds - though for the record the SL500 hits 100km/h in 4.6 seconds; the SL350 does it in 5.9 seconds.The scary part is both cars are more impressive in roll-on urge - and the AMG variants will up the ante again. The only criticism Carsguide can find is the electric steering is precise to the point of being over-engineered: it doesn't give the on-the-edge feedback of genuine sports cars. That'd be the SLS's role, then. In all other aspects, from driver comfort to noise suppression - top up or down - it justifies the expense. And the look-at-me factor is priceless.Mercedes Australia sold around 1000 of the fourth-generation SL and CL models. That figure grew to 2000 for the fifth-generation, which included the SLS.

There's something special about a car that flatters ordinary drivers, then shakes its tail at them - rather than shake them into the scenery - when they near the limit.Such a car is the Porsche Boxster S; a genuinely sporty two-seater with the bonus of a soft-top for the summer cruising, sans any hint of the dreaded scuttle shake. The Boxsters are the "affordable" Porsches but they don't disappoint for anyone who has grown up salivating over the iconic sports car and can finally afford to put down a deposit.VALUEMoney talks - fire up the AC/DC song in the 10-speaker Bose sound system and then fire the Boxster at the nearest twisties, or down the nearest boulevard. Both are good, if different reasons. Few cars with the Boxster's open air pose value have a chassis capable handling a tortuous, off-camber corners.For that reason alone, the Boxster S is worth the $133,800 starting price - and I'd willingly tick the $7K option for the seven-speed PDK dual-clutch gearbox.  Ego is one thing, facts are another and very, very few people can shift as quickly as this semi-automatic transmission, or blip the throttle on downshifts to elicit a head-turning pop.TECHNOLOGYThe new Boxster is bigger, wider and lighter than its predecessor. A mild rework of the 3.4-litre flat six produces incremental gains in power ... but the chassis is now more capable of handling more right foot, more often.  The interior is more 911-esque than before ... and that's a good thing. The PDK semi-auto gearbox is best-in-class and the brakes are eye-bogglingly effective.DESIGNThe larger footprint makes the Boxster a better-looking car. The fabric roof is well insulated, but this is a sports car, not a wannabe luxury roadster, so there's always some engine and tyre noise. If you're looking for luxury and insulation, buy a Merc SLK or a BMW Z4. The Boxster's top drops in a stripper-esque nine seconds - and the act can be performed at speeds up to 50km/h - which is when the exhaust note from the centrally mounted twin pipes can really be appreciated.There isn't much to complain about inside, either - once drivers familiarise themselves with where the switches to stiffen up the suspension and engage the engine's Sports Plus mode,  it's all a grin-inducingly intuitive process. The paddle-shifters are mounted into the steering wheel, not behind it, which makes mid-corner shifts just as thoughtless.SAFETYPorsche performance is allied with physics-defying brakes - they are frighteningly effective for a passenger not anticipating being suspended in their seat belt. Both front and rear are four-piston set-ups, with 330mm front discs and 299mm rear rings.They look awesome inside the lightweight 20-inch rims (a $3390 option above the standard 19s) and, together with ABS/EBD/ESC software and a chassis that's tighter than a corporate accountant's purse strings, represent all the safety you need.The Porsche Active Stability Management takes things to another level - for another $3390. Six airbags will cushion the impact - but not your grief - if things go wrong.DRIVINGLight weight and an engine with more go than a Red Bull-infused raver are a recipe for licence-losing entertainment. Do yourself a favour and book a track day - it's far and away the smartest way to find out how well this Porsche handles. If you must do it on public roads, pick one with a 100km/h limit and lots of 35km/h or lower advisory signs.The Boxster S sits flatter than any other two-seater in this price range and hangs on like a freestyling rock climber no matter the speed. The leather-accented interior and chrome highlights inside are irrelevant once the Boxster S is out of town - it's all about the steering wheel that feels like it's caressing the road and the pair of pedals that provide fore and aft momentum. Laugh like the Joker - that flat six will drown it out anyway.VERDICTThe Boxster S may well have displaced Cayman as the best value-for-money Porsche on the market. If price isn't an issue, it is ultimately not quite as agile or fast as its more expensive siblings but exploring the nuances of those lofty limits isn't possible on Australian roads anyway. That makes the Boxster a Porsche-badged bargain.Porsche Boxster SPrice: $133,300 (auto adds $5300)Warrenty: Three years/100,000kmResale: 69 per cent (three years, Glass's Guide)Service Interval: 12 months/15,000kmSafety: Six airbags, ABS, ESC, TCCrash Rating: N/AEngine: 3.4-litre flat six-cylinder, 232kW/360NmTransmission: Six-speed manual, seven-speed dual-clutch auto; rear-wheel driveThirst: 8.8L/100km, 206g/km CO2 (manual); 8.0L/100km, 188g/km CO2 (auto)Body: 4.37m (L), 1.8m (W), 1.28m (H)Weight: 1395kg (manual), 1425kg (auto)Spare: Tyre inflation kit

A BMW convertible: sun up, top down, wandering along quiet scenic roads in the last days of winter in south-east Queensland. Life doesn’t come much better than this. So we decided to make a weekend of it and dawdled up to Noosa to get a break away from the routine of feeding a computer with endless words.The second generation of BMW’s 1 Series was released in Australia in October 2011 in hatchback form. But the convertible in which we have just spent a most enjoyable week is carried over from the previous generation, albeit with some changes of the ‘soft’ bits of the body to give it strong visual links to the gen-two cars. These were made in April 2012, hence us being able to justify spending another week in one of our favourite soft-tops.After driving for over 500 kilometres the little 118d convertible was still showing about a third of a tank of diesel left. The efficiency of all current BMW diesels is extremely impressive. Fit a little 2.0-litre diesel engine (yes, we know, the badge suggests 1.8-litre, but it isn’t) unit into a lightish car and fuel consumption in the low fives is there for the asking.On our holiday trip the fuel consumption was in the mid five litres per hundred kilometers range, principally because the only time the roof was closed was when we left the car parked and unattended. There’s something about the Noosa region that makes you want to stop outside a trendy eating spot and leave the car open so you can admire it while you dine.With the roof closed, therefore making for better aerodynamics, it would be easy to get the fuel consumption down into the high fours on easy paced trips on motorways. Around town that would lift into the six to seven litres per hundred kilometre range in commuting traffic, even more if you are tempted to enjoy the free-revving ability of the 118d engine (free revving for a diesel, that is).Exterior changes to the shape of the new-gen 1 Series hatchbacks are relatively minor and the updated shape of the 118i and 118d convertible could easily be mistaken for a brand new model by those who aren’t into car spotting. Expect an all-new convertible sometime during 2014, though BMW hasn’t announced the date as yet.Having a soft-top rather than a folding hardtop in the modern manner means the little Bimmer looks like a ‘proper’ convertible. Whereas a hardtop with the roof raised –  which for most people is most of the time – it looks like just another coupe.The 1 Series is the smallest in the BMW range and in convertible format, interior space is further compromised by the need to provide space into which the roof can be lowered. This means the back seat is really only suited to kids and, even then, tall occupants in the front seats will probably have to give up a bit of their legroom to make room for the little darlings in the back.Boot space is also compromised by the roof mechanism, but we were able to get a couple of aircraft cabin bags in there and used the back seat for softer items of luggage. The front seats are reasonably large and are well-shaped for cornering support, without going to the extremes of large bolsters that make ingress / egress awkward.On the subject of safety, the little convertible has electronics that minimise the chances of the car going sideways, then strong rollover protection should the worst happen. Naturally even the smallest models in the BMW range gain a full suite of crash safety features.The two great attractions of BMW vehicles are their status and the driving experience. The aforementioned lack of interior space is chiefly due to a large centre console to cover the gearbox, a central tunnel to house a driveshaft and a differential under the boot.All these apparent handicaps are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads in quiet hilly areas away from the tourist throngs. Superb balance is immediately obvious, as are responsive steering that almost seems to read your thoughts, and the huge amounts of cornering grip the little Bimmer provides.The ride can be rather firm in some circumstances so try to find some rough road surfaces during your pre-purchase test drive. Those who are simply looking at the prestige of sitting between spinning-propell or badges may not feel comfortable. Those who put sheer driving pleasure ahead of all else will simply love every moment they spend behind the wheel.The turbo-diesel engine provides plenty of torque after a minimum period of lag at lower revs. Once wound up it gives plenty of satisfying acceleration to get out of bends promptly, and also to make overtaking simple and safe.Lack of interior and boot space are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads.

If you hate freezing cold mornings then you may not be jumping out of bed at 5am to ride a motorcycle or drive a convertible to work.It's not impossible - the Brits and Germans do it in even colder and nastier weather - but that doesn't make it right. Interesting then that the cold-climate countries are the ones making the best convertibles. The Volkswagen Golf Cabrio perfectly reflects how well a convertible can suit icy conditions while being fun to drive and cute to look at. Failing all that, it's a great open-top drive in Spring and Autumn. VALUE Almost as cheap as chips. The single-model Cabrio is $36,990 as a six-speed manual or $39,490 as a seven-speed dual-clutch DSG auto. Either is great. In perspective, a Mini Cabrio auto is  $42,700, an Audi A3 soft-top is $52,150 and a BMW 120i convertible automatic is $55,480. The Golf wants for nothing - it even has seat heaters.It gets an electric roof, seven airbags, a pollen filter and pollutant sensor in the airconditioner (probably pointless when the roof is down) and Bluetooth with iPod/USB connectivity. It even seats four adults - something most of its rivals can't do, so it's also a family car.DESIGN Volkswagen says it wanted to maintain light weight, have a low body profile with the roof down and yet maintain a snug cabin when the roof is up. It succeeded. It's a very pretty car that doesn't have an awful boot bulge where the folded roof hides.You can actually fit four adults inside and the boot is spacious, but the small and vertically-placed boot opening makes loading awkward. Dash design is all Volkswagen and no complaints, though the right-hand drive conversion puts the pedals close to the driver and limits space for the right foot to cleanly operate the accelerator.  Vision to the rear three-quarter is hampered by the fabric roof, but big side mirrors help out. TECHNOLOGY The sole engine is Volkswagen's 118kW/240Nm 1.4-litre twincharger that combines a supercharger - for low-engine speed boost - and a turbocharger for mid to top-end boost. A few of these engines initially failed and were repaired or replaced under warranty by Volkswagen Australia. It gave the engine a bad reputation but VW says it's no longer a problem so we can now enjoy a clever, quick, fuel-frugal and above all, fun engine to drive.The DSG automatic makes life a bit easier in traffic but the engine better suits the superb six-speed manual. Suspension and brakes are from the Golf, including a sophisticated multi-link rear end for better ride and handling than a torsion beam setup. The electro-hydraulic roof is fabric purely so it folds down tight on the body, doesn't impinge on boot space and is light.SAFETYThe standard Volkswagen offering here of a five-star crash rating, full electronic brake and chassis aids, plus the bonus of seven airbags. The cloth roof requires automatic rollbars that are fired into place when the car senses a rollover. Helping the driver are park sensors, heated side mirrors, auto lights and wipers, LED tail lights and an electronic diff lock.  The spare is a space-saver.DRIVING Expect the same as a Golf and you won't be disappointed. The electric roof zips up in nine seconds and can be moved up to a vehicle speed of 30km/h - handy in a sudden downpour. The dual-clutch transmission is annoyingly jerky off the mark, though can be tempered by being gentle on the accelerator pedal.Performance is neck-snapping though if the DSG is napping and the engine is on stream - like accelerating from a start - there can be an unexpected attempt for the wheels to spin. The ESC holds this in check but there's no subtlety in the process. This is probably why I'd opt for the manual gearbox. Ride comfort is pretty good given the Cabrio gets standard sports suspension.Handling is obviously all Golf, with a solid stance on the road and a positive steering feel and predictable cornering. The fabric roof is very tight so there's no drumming and even road noise is successfully muted. It's not as quiet as the steel-roofed Golf but still perfectly acceptable. My body doesn't feel overly comfortable with the pedals as the right foot is too close to the wheelwell.VERDICT The convertible four-seater market is mainly for the expensive models. This car breaks the mold with affordability, lots of driving appeal and neat looks. Yes, I would!