Convertible Reviews

With all of our sun you'd think drop-tops would be (more-ital) popular here in Australia.The reason they're not is usually because driving a convertible is about as much fun as carrying a water-logged tissue box - almost no structural rigidity, see.But thats not the case with the soft-top Volkswagen Golf Cabriolet; with the top up or down it feels as solid as the proverbial rock. Ordinarily, driving a soft-top can be like riding along with your head inside a bass drum, but the Golf Cabriolet is easily one of the quietest canvas-roofed cars on the planet.And with its 1.4-litre turbocharged and supercharged engine, its nimble handling and decent ride youre left scratching your head about why youd look further up the tree at the also-topless VW Eos.VALUEWith prices starting at $36,990 for the six-speed manual, and $39,490 for the seven-speed DSG, the Golf Cabriolet undercuts the likes of the VW Eos (from $49,990), C70 Convertible (from $61,950) , Peugeot 308CC (from $50,990), and even the MINI Cabrio (from $40,350).And you get a fair amount of kit for your money, including dual-zone climate control, hill start assist, Bluetooth and iPod connectivity with audio streaming, electric door mirrors, and wireless remote control of the central locking, matte chrome dash and door inserts, 17-inch alloys with 225-series rubber, rain-sensing wipers. More than that, the glovebox can be cooled and the rear seat back has a 50:50 split.TECHNOLOGYUnder the bonnet is Volkswagens familiar 1.4-litre twin-charger unit which combines turbocharging and supercharging for maximum efficiency and oomph. Theres 118kW at 5800rpm and a hefty 240Nm from 1500-4000rpm, mated to the six-speed manual fuel consumption is 6.6L/100km and drops to 6.5L/100km for the not-so-smooth seven-speed DSG.But its the soft roof thats the clever-clogs part of the car. See, usually its impossible to make a canvas roofed car nice and quiet, but the VW engineers have managed to insulate the inner and outer layer and have virtually eliminated wind noise. And, thanks to four roof bows, the canvas roof manages to keep its shape at all times. It takes the electro-hydraulic roof just 9.0 seconds to open and 11.0 seconds to stow, and it can be operated at up to 30km/h.Even more impressive is the fact theres no rollover bar, rather, theres an automatically deployable rollover modules which are triggered when the airbags are deployed. These units are incredibly compact allowing for folding back seat rests rather than just a ski pass-through port.DESIGNObviously based on the Golf, the Golf Cabriolet also shows styling cues from the Audi A3 Convertible (just look at it from the rear three-quarters). But, rather than just be a drop-top Golf, the Cabriolet has its own distinctive and, dare I say it, muscular and sporting look - its certainly more sports car than cabriolet. And with the roof up or down theres a reasonable 250 litres of bootspace.On the inside, the styling is typical VW and that means its ultra practical and easy to use on the fly. But more than that, its also incredibly well screwed together and the material choice is first rate; in this price range no-one makes a better interior.Theres plenty of room in the front seats which are comfortable and supportive, and thanks to the rear-seat entry aid getting into and out of the spacious back seats (which seat two) is an cinch for even a six-footer like me.SAFETYDue to the fact a soft-top carries no reinforcing roof structure, the engineers are required to make the body as strong as possible. And theyve done a great job with the Golf Cabriolet which is free of scuttle shake and feels just about as rigid as a hard-headed Golf.In addition to the stronger body, the Golf Cabriolet has a five-star ANCAP safety rating, runs five airbags, front and rear head restraints, anti-slip regulation, electronic diff lock, stability control, ABS and electronic brakeforce distribution, and much more.DRIVINGThis is a tale of love and hate... around town I found the Golf Cabriolet to be an awkward beast that was forever wheel spinning from a standing start and then lurching through its first two or three gears. Up to about 30-40km/h the seven-speed DSG seems clumsy indeed compared with the six-speed unit we tested in the petrol-powered Yeti the other week.But, once youre up and running the transmission smooths right out offering rifle-bolt precise shifts and a seamless delivery of oomph. The diesel-like 250Nm from 1500-4000rpm makes flattening hills and overtaking an cinch.And the nimble chassis, compliant ride and well-weighted steering means the Golf Cabriolet is anything but a soggy soft-top. Indeed, turn the Golf Cabriolet into a corner and such is its composure and balance, thanks to its lowered sports suspension (similar to the Golf GTI), that it ends up feeling more hot hatch that high street poseur.This is a drop-top for keen drivers and not just hairdressers... indeed, thanks to the roomy back seats and the ease with which you can access them this could - maybe, possibly - even work as a family carVERDICTIn the Golf Cabriolet and the Eos, Volkswagen has two very similar drop-tops, and going into this drive we thought the Cab would pale next to the Eos, rather were left wondering why youd pay the nearly $10,000 more for the Eos. So sorted is the chassis, the braking, and the cars overall balance, and its plenty comfortable inside too that it not only leaves is VW sibling, but also its rivals well behind it.AT A GLANCEVolkswagen Golf Cabriolet 118TSIPrice: From $36,990 (+ORC)Warrenty: Three years, unlimited kilometresResale Service Interval: 15,000km or 12 monthsSafety Rating: five-star ENCAPSpare: space-saving spareEngine: 1.4-litre turbocharged and supercharged four-cylinderTransmission: six-speed manual; seven-speed DSGBody: 4.33m (L); 1.72m (W); 1.42m (H)Weight: 1424-1443kgThirst: 6.5-6.6L/100km / 155g/km CO2

Too late in life to buy a convertible? Rugrats already leaving footprints on the seat-backs? Don't despair... it's never really too late.You just need the disposable income (or appropriate company car package) to get into something like this BMW 335i M Sport Convertible.Four seats, something of a boot -- when the hard-topped folding roof is up -- and all the mod-cons, it's a mid-life crisis car that's almost versatile. It can get the endorphins pumping and yet still cart the kids.VALUEThe "v" word isn't one always associated with the Bavarian breed but if you consider the two-cars-in-one routine might soften the $126,900 blow a little - or look at the price of the not-much-quicker M3 Convertible, which is over $170,000.As tested, the 335i M Sport Convertible had the seven-speed twin-clutch automated manual transmission (for $3500) and a few other options like metallic paint ($1840) and internet accessibility for $200, although my phone didn't seem to want to help in that process.The features list is considerable - rain-sensing wipers, automatic bi-xenon headlights, sharp-looking 19in alloy wheels with low-profile runflat-tyres, remote central locking and keyless start, the broad-screened 3D satnav (although the topography has far more bumps in it for the Adelaide CBD than I remember) and infotainment screen, a first-rate sound system with hard drive and USB input.There's also dual-zone climate control, electrochromatic rearvision mirrors, trip computer, Bluetooth phone and audio link, fog lights and leather-trimmed seating with front pews power-adjustable and heated.TECHNOLOGYThe 335i droptop has lost a turbo and reduced its thirst, but maintained its considerable outputs. While there are still a few Beemers punching with two turbos, several models have changed over to a single turbocharger for the three-litre straight-six.The new intake system uses a twin-scroll unit that is pressurised by two exhaust feeds that (teamed with direct injection and variable valve timing) help it maintain the 225kW and 400Nm of the old engine but with a reduced thirst, down to 8.8 litres per 100km from 9.1.The standard drivetrain has a six-speed manual but the test car had the optional seven speed twin-clutch automated manual, which is not short of smarts and delivers super-quick gearshifts - Sports mode is aggressive without being ridiculous and can be changed via paddles on the wheel.Given that the sun floods in 23 seconds after you push the button, the leather trim has been treated with what the company calls SunReflective Technology to reduce the butt-frying effect that Australian sun can induce in convertibles. There's also the ability to use brake energy to charge the battery but no Stop-Start system.DESIGNAt first glance many may not even spot the roof seams that designate the metal roof can fold into the boot, and aside from the bootspace reductions the convertible offers the best of both worlds. Roof up it is a svelte machine and not much changes when the bootlid flips up to swallow the roof. It's still a looker.Within the four-seater cabin, occupants get by at normal speeds with minimal buffeting - only at highway speeds will longer-haired folks get grumpy with the airflow. The front seat occupants don't have to stretch back for their seatbelts, as the belts are integrated into the seatbacks (it reminded me of early Range Rovers) to allow easier access for the rear occupants.You'll want to travel light if the roof is to be removed - the 350-litre boot isn't cavernous to begin with and drops to 210 litres, so pack light.SAFETYThere's no shortage of safety gear in the elegant little Beemer - dual front and side airbags, stability and traction control and anti-lock brakes.There's also adaptive bi-xenon headlights with an auto-dipping high-beam, cruise control with braking function (great for maintaining speed down hills) and pop-up roll-bars behind the rear seats.DRIVINGAs packages go, there are few more amusing things to drive than a BMW convertible. When it's a turbo six, the pose can be quickly transformed into a swift exit, but without any fuss.Only the restricted bootspace takes the shine from the updated droptop, which is a surprisingly easy car to live with day-to-day.Despite sitting on lowered M Sport suspension and low-profile run-flat rubber that is wrapped around 19in wheels, the ride is not uncomfortably firm - it still doesn't like the nastier bits of broken bitumen but it's better than you'd expect looking at the wheel/tyre package.Crashing through the ruptured road surfaces with the roof off doesn't get the bodyshell shimmying either - at 1700-odd kg it's a no lightweight but the payoff is body strength that is palpable on a rough road.The rear leg and foot room isn't expansive but a family of four can slip, slop and slap their way to a day-trip destination in fine style.Put the driver in on their own and fire up the electronics into Sports modes and the M Sport side of the title is more than apparent - straightline speed is approaching the M3 and the chassis (while not quite to M3 levels) has enough competence to cover ground on a twisty back-road in short order.VERDICTIf you have any requirements for four seats but still feel the need to drive something that can blur the scenery, then this is a worthy contender.Cart the kids, do the shopping, perform most duties without complaint, but if you adjust the mirrors properly so you can't see the other seats, it'll stop, turn and go well enough to make you forget there's room for the boss and the little uns, at least until they call to be picked up ... sorry, the phone dropped out.BMW 335i M Sport ConvertiblePrice: from $126,900Warranty: 3 years, unlimited kmResale: 51%  Source: Glass's GuideService Interval: 25,000km or 12-monthsEconomy: 8.8 l/100km, on test 13.5; 205g/km CO2Saftey Equipment: Four airbags, ABS, EBD, stability control.Crash Rating: 5 starEngine: 225kW/400Nm 3-litre variable-valve direct-injection twin-scroll turbo in-line six-cylinderTransmission: seven-speed twin-clutch automated manualBody: 2-door, 4 seats Dimensions: 4612mm (L); 1782mm (W); 1384mm (H); 2760mm (WB)Weight: 1750kgTyre Size: 225/35 fr and 255/30 rr R19 run-flat safety tyres Spare TYRE run-flats

Although convertibles and cabriolets with hardtop roofs have become common in recent years, there is still plenty of demand for traditional soft-top convertibles.Purists of open-top cars have no interest in driving something that looks like a closed coupe when the roof is up, so will find the new Volkswagen Golf Cabriolet most attractive.DESIGN AND EQUIPMENTVolkswagen’s Golf Cabriolet combines the best of the traditional soft-top, with modern folding-roof thinking. The roof is ultra fast and you can put it up and down three times in 60 seconds. The easy-to-use one-button function lets you get it up and down at the lights with time to spare.When the top is down there is no separate cover for the folded roof, rather the upper surface of the front roof bow becomes the top of the roof stowage are. Because the folded roof sits on top of the boot rather than inside it there’s good luggage space of 250 litres.However, the boot lid is small and low down and loading/unloading is not easy. The rear seatbacks in the Cabriolet can be folded flat to significantly expand carrying space. Previous models only had a small ski hatch. We found the Golf Cabriolet’s windscreen angle ideal, providing protection from the wind without interfering with the open air feel. Purists will rejoice.Interior space in the Volkswagen Golf Cabriolet is good with plenty of leg and headroom for the front seat occupants and reasonable space for adults in the back. The front seats are supportive and comfortable, the back seats less so, but for heavens sake this is a car designed for two and who cares about those in the back.The interior is pleasingly quiet with the roof in place thanks to a special insulating filler layer. Bluetooth connectivity for both phone and audio, USB and Auxiliary sockets and Media Interface unit all make it easier to entertain and communicate while on the road.SAFETYStandard safety features include five airbags, ABS brakes with electronic brakeforce distribution and brake assist, electronic stability control, hill start assist. All previous Golf convertibles have used a fixed roll bar to provide protection in the unfortunate event of a rollover.While the Golf may have a traditional roof, the new model has a modern electronic system of looking after its occupants. Two recessed bars triggered by the car’s airbag controller spring upwards in about a quarter of a second if an impending rollover is detected. The front windscreen frame is reinforced to also act as a roll-bar.However, the chances of rollovers are minimal thanks to the installation of various electronic systems able to sense when a car is starting to slide sideways and do everything possible to bring the errant Golf back on course.DRIVINGDespite the absence of a fixed roof, clever body design means the car is rigid and we found almost no evidence of the scuttle-shake that used to affect convertibles. Purists may have liked that aspect of convertibles, but we must admit that a solid ride suits us better. And the lack of body movement gives the suspension a nice platform to work from.There’s good feedback through the steering wheel and handling is sharp and positive. It’s no sports machine but it comes close and it’s most enjoyable to drive. Our road test Golf Cabriolet had Volkswagen’s clever 1.4-litre TSI twincharger engine mated to a seven-speed double-clutch DSG transmission.Double-clutch transmission can be notoriously temperamental at very low speeds and this one proved no exception. Having said that, we did a fair bit of heavy-duty commuting with our review car and the automatic changes were much appreciated. The model designation of Golf 118TSI refers to the engine’s peak power of 118 kW, at 5800 rpm, while the maximum torque of 240 Nm runs through an excellent spread that goes all the way from 1500 to 4000 revs.Fuel consumption is typically in the seven to nine litres per hundred kilometres range around town, dropping into the low sixes on a trip. This is pretty good for a petrol engine with the sort of performance provided.VERDICTNew Volkswagen Golf Cabriolet’s attractive looks, lithe performance and very competitive pricing could well see a swing away from folding hardtop convertibles back towards the soft-top era.

The Mercedes-Benz SL name is synonymous with sports cars and has been since the the middle of last century.Benz has cranked out a succession of delectable, low-slung, two-door, two-seaters bearing the famous nomenclature and now, there's a new one that takes SL to a new level.This time around it's built entirely from aluminium except for the two steel A pillars either side of the windscreen. It cuts SL's weight by 140kg compared to the previous model and boosts safety and reduces noise, vibration and harshness.Not only that, high-tech 3D design makes the new SL more rigid and therefore safer and more dynamically responsive than ever and aerodynamically it rates an impressive 0.27Cd. Benz says the new SL is the safest car in its class due in part to flow down technology from the S-Class range.The interior gets the full leather high tech benz treatment with one of the best sounding audio systems we've heard — even with the roof off. Internet access is provided in-car through the large info screen.It's powered by a range of so-called BlueDIRECT engines with Eco Stop/Start offering more power, more performance and lower fuel consumption and emissions. Our SL500 test car ran a 4.7-litre, direct injection, twin-turbo V8 good for 320kW/700Nm driving the rear wheels through a seven-speed automatic transmission complete with blip function on the downchange.There's clever technology too like the "frontbass" audio system that utilises apertures in the firewall to mount a pair of sub-woofer speakers for maximum effect. There's also "magic vision" control which adaptively helps clean the screen with banks of small water jets on each wiper. Hands free boot access makes an appearance as does the optional Magic Sky sunroof with variable tint.It has the requisite body looks that owes plenty to the smaller SLK and, like its smaller sibling, the SL is all about driving fun coupled with everyday useability. It is a car designed as much for local errands as it is for high speed, long distance applications.We had the opportunity last week to drive the new SL500 in Spain at the international launch and thoroughly enjoyed the open-top, wind in your hair experience — who wouldn't. Right away the new car's lighter weight is evident in the SL's behaviour. It doesn't feel big and cumbersome like the previous model.Still, at 1785kg it's no lightweight. Part of the sporty feel is attributable to the SL's direct steering and more to its new suspension, optionable to sophisticated Active Body Control but unnecessary we think. Quantifying the SL500's sporty prowess is a 0-100kmh sprint time of a mere 4.6 seconds.It has super sharp steering response and with the dynamics dialled up to Sport, the drive feel is "fully connected." Other aspects of the car's dynamics are impressive — the monstrous brakes, the wide, grippy tyres, the taut ride control, the rock solid chassis — all contributing to the car's sporty capabilities.It's safe too with a swag of active and passive systems to either help avoid a collision or mitigate injury. Attention Assist, Adaptive Brakes, Pre-Safe and Distronic Plus (radar cruise control) are all part of the package.

The benefits of tighter emissions regulations are obvious enough: less time wasted at the coffee-and-muffin shops that pass for service stations and more time on the road.Cheaper running costs and few compromises, if any, on performance. If you feel the need, you can even convince yourself you're saving the planet.The downsides are less tangible. You don't become an immediate social outcast if you only pack four-cylinders, but you don't get the warm inner glow that a six or eight gives.It helps if a turbocharger is fitted, because that suggests you're still a petrol-head at heart. But light-switch acceleration isn't the goal of turbos any more. Without an air pump, even modern engines must sacrifice economy or driveability; it's virtually impossible to deliver both.Of course, carmakers employ marketing departments that are attuned to the social implications of all this. So while engines get smaller and shed cylinders, model designations stay the same. Mercedes’ AMG-tuned cars badged “63'' used to be naturally aspirated V8s of 6.2-litres capacity rather than 6.3. Depending on the model, outputs were different, and as carmakers go, that's a relatively innocent sleight of hand.Now it's a full-on illusion. Some AMGs keep that engine, some move to a new 5.5-litre V8 with two turbos. But the badge stays. So you can't tell.So I was left wondering what was under the bonnet of the SL500. When the fifth generation was launched 11 years ago, it stood for 5.0-litre V8, naturally fed. Now?This V8 is never very loud, though, and of course the badge gives no clue to the fact that it's now 4.7-litres displacement, not 5.0, with twin turbochargers. All the fuel-saving tricks available have been fitted and the result is impressive average consumption of 9.1 litres per 100km. Helping achieve that figure is an extremely low drag coefficient of just 0.27 and electronic steering.The SLS sits above the SL in Mercedes-Benz sportscar hierarchy and the six-cylinder SL350 will start around half the price. Even the SL500 driven at launch will be about $130,000 cheaper than an SLS.It's easier to start with the letters. “SL'' stands for "super-light'' and this car traces its lineage back to the original 300SL Gullwing from 1954, which was based on a race-car. As the SL evolved, Mercedes forgot what the “L'' stood for and by the time it replaced its fabric roof with a folding hard-top in 2001, the SL500 weighed a whopping 1845kg.No one would describe the new one as lithe, but it has switched to aluminium construction with a soupcon of magnesium and only used steel for the bits that really need it, such as the windscreen pillars. The result is a car 60kg lighter than the 2001 model despite being longer and wider.The SL500  aims to be a luxury convertible with a turn of speed and a degree of style. On those goals, I'd score it two out of three. Its downfall is its design which, like most recent Mercedes, falls well short of its best work. Traditional roadster proportions are retained, with a long bonnet and cabin set well back.There are modern echoes of the original, such as side air vents. But next to earlier SL models, thoughtfully lined up by Mercedes for comparison, the new one lacks grace. It looks best on the move but even then the nose can seem bulbous and headlights too large.On the other counts, it's a significant step forward. It's not easy to make a folding roof convertible seem solid. Mercedes has achieved a more rigid body than before and it's noticeably tighter, with few creaks or groans. It's the first hard-top convertible I've driven that doesn't feel as though you've loaded the boot with flat-pack furniture.The seats are good (with a fast power-forward button for access to storage behind) and the interior feels top-notch premium, with one blemish: black metal arms that support the roof are visible when it would be better if they were not. Round air vents and a miniature gearshifter come from the SLS and at last there's an electronic park brake.This will be one of the first Mercedes with full iPhone integration and it also fits the industry's favourite new trick: a boot that opens or closes with a wave of your foot under the rear bumper.The roof takes 20 seconds to open or close, which is about par for a folding hard-top but slower than most fabrics. This is relevant only because the car has to be virtually stationary for the roof to operate, a disadvantage fabric roofs can avoid.Harsh Aussie roads will prove a tougher test than the tarmac of southern Spain, which has been smooth-paved with Euro-dollars. Even so, the SL's ride and refinement levels stood out. Roof down, a wind deflector keeps the cabin bluster free and conversations are possible at speed. Roof up, you could be in a conventional coupe it's so quiet.One strange result of this is that you hear more of the engine with the roof up than with it down. Usually it's the other way around. The SL500 is effortlessly quick, reaching 100km/h in 4.6 seconds. It never feels remotely like a supercar, thanks to an absence of aural drama and (still substantial) mass.But of course it's not meant to. The suspension copes well but gives priority to comfort over the ability to make rapid directional changes. With light steering and touring priorities, this is a swift cruiser that even in sport mode isn't primed for the starter's gun.

If you could get to 60 years of marriage, it would be a diamond anniversary - and you'd deserve a medal.If life begins at 40 then maybe by 60 you're looking to slow down a bit, maybe stepping out of the 599 or 458 and into something a bit more practical. Stopping to indulge in the odd roadside petal instead of using wind vortexes to rip them off as you scream by.The brand is celebrating six decades of Australian residency and the product arriving with the black horse on the nose is far more user friendly - six decades of progress, that's what the California is.It's not the fastest, flashest or filthiest Ferrari of recent times, but it is the most user-friendly. This is not the typical Ferrari tome - far from it, as this is time behind the wheel in wind and rain, through traffic and stopped in it.Granted, it has a V8 (front mid-mounted behind the line of the  front wheels) and it sings when prompted. Yes, it has a paddleshift gearbox (the first Ferrari to have one) so the shifts are smooth and sharp.It's a droptop GT with - for the first time for Ferrari - a folding metal roof. Not that the weather let up enough for us to time it for a 14 second drop, but the company says it takes that long.But we're not headed for winding, sweeping ribbons of tarmac away from the prying eyes of NIMBYs with the Police Attendance line on thir speed-dial. Part of the problem is it is persisting down with rain - record-breaking rains make Sydney roads something of a battleground.Somewhat perversely, an interesting scenario has been produced - we know it goes, stops and handles, looks decent to most eyes and has done ample to fatten up Ferrari's sales columns, but how does it go where most of us dwell?Idling gently from the garage beneath the Ferrari showroom in inner-Sydney, the broken roads of the NSW capital are felt but only distantly as the 2+2 (although the rear seats are mainly for show) is punted through the inner-city rabbit warren.Recent amusements in 458 models suggest a similar route in the two-seater would be more disturbed and more concerning when it came to preserving the snout's splitter, but the folding hard-topped California has few of those issues.It has real indicators stalks too, which are a bonus when trying to change routes as the satnav (which has roles to play in Chrysler group product as well) but slotting it into traffic is not difficult if a gap arises, thanks to the V8.What would be cause for concern is the width, as Sydney traffic lanes feel skinnier in a normal car, let along something 1902mm wide.Scope for a sandwich between a bus and a Kenworth is considerable - had this been ye olde Ferrari I may well have been so busy trying to drive it sensibly that such a travesty might have been a lot closer.But precious little in the way of tantrums, tramlining or trivial issues maligned the metropolitan drive. The USB cable would charge my iPhone but failed to have the music player recognised on the car's infotainment system - but that could have been more about not allowing AC/DC on the sound system.Rear vision isn't great with the high rump and narrow window, neither is the twin-clutch automated manual at parking speeds on a slope. Get it a little way out of town and while it's not as nimble as the new Spider, the California is no slouch.Even in the wet it can hustle along, within reason, but it never feels like it's going to bite if you (or your ego) overdo it. But the idea of a Ferrari that you could drive every day and not require weekly shrink and physio appointments?Some will say the cache may diminish if you drive one every day, I just think the commute is more likely to end with a smile, regardless of which way you were headed.Assuming, of course, you have half a million to blow on a car.BREAKOUT(S)The last California was on the brand's pricelist in the mid 1960s, although a couple went for far more than most - the California nameplate recently hit the headlines again as a car once owned by James Coburn sold at auction for a then-record price.The original California models were part of the iconic Ferrari 250 range built between 1953 to 1964.The 1957 250 GT California Spider was designed for export to the US and less than 50 made the trip - one sold for US$4.9 million at a recent auction.The Coburn car was a 1961 250 GT Spider California SWB (one of 55 built) - and sold at auction for US$11 million - almost twice its expected price - to British broadcaster Chris Evans after a 20 minute bidding war.The model was also driven by Lucy Liu and Cameron Diaz in Charlie's Angels, and a replica was wrecked in Ferris Bueller's Day Off.The modern-day California has been on the Ferrari sales books since 2009 and will be updated with the HS option pack the company unveiled at the recent Geneva motor show.The HS will be 30kg lighter, 22kW and sit on more aggressive suspension and be available for order by the middle of this year for an arrival in early 2013.FERRARI CALIFORNIAPrice: $459,650Warranty: 3 years, unlimited kmService Interval: 20,000km or 12-monthsEconomy: 13.1l/100km, tank 78 litres; 306g/km CO2Safety Equipment: four airbags, ABS, EBD, stability and traction control.Crash rating: n/a starEngine:  338kw/485Nm 4.3-litre V8Transmission: seven-speed auto, rear-wheel driveBody: 2-door folding hard-topped convertible, 4 seatsDimensions: length 4563mm, width 1902mm, height 1308mm, wheelbase 2670mmWeight: 1735kgTyre size: 245/40 R19

Only a few months after the release of the standard models in the SLK sports roadster range, Mercedes-Benz has launched the hot SLK 55 AMG variant.There are several reasons for the fast turnaround to get the ultra-quick SLK 55 Down Under. Firstly, ours is one of the biggest markets for the AMG models in the world as wealthy car enthusiasts just love them. Secondly, the Australian car market is powering along at a time when European sales are sagging.Finally, these days AMG is working more closely than ever with its parent company, Mercedes-Benz, so is able to incorporate necessary body and suspension mods into the car at the drawing board stage.PRICEWe used the words ‘wealthy car enthusiasts’ to describe Aussies buying AMG models. This isn’t necessarily so when it comes to the latest Mercedes-Benz SLK 55 AMG. The strength of the Australian dollar, combined with hard edged negotiations with the German head office means the price of the SLK 55 has been trimmed by a significant $27,000 compared to the outgoing model. So just $155,000 plus on roads will put the new Merc onto your driveway.OK, families struggling with a mortgage won’t be in the market for an SLK 55, but anyone on a reasonable salary who is prepared to do without a few other of life’s little luxuries can get into the driving seat.ENGINE AND MECHANICALAMG has worked hard for several years to produce an all-new 5.5-litre V8 engine. This unit is becoming increasingly familiar in the Mercedes-Benz and AMG ranges, but as installed in the SLK it differs from the other high-performance units in being naturally aspirated instead of turbocharged. It still manages to produce up to 310 kW of power and 540 Nm of torque.Though economy is obviously not a primary concern in a high-performance engine like this, Mercedes-Benz and AMG have put a considerable amount of effort into reducing fuel use and emissions, resulting in an engine that has higher power but achieves this by using as much as 30 per cent less fuel. Under light conditions the V8 engine actually becomes a V4 as it deactivates half of its cylinders.The engine sends all this grunt to the rear wheels (of course!) by way of a seven-speed automatic transmission that has several modes: C (for Controlled efficiency), Sport and Sport+. In the interests of smoothness at commuting speeds the transmission uses a conventional torque convertor, rather than the manual-type clutch as on the ultra-hot AMG models.DRIVINGWe have been able to spend several hours at the wheel of a couple of the new Mercedes-Benz SLK 55 AMGs and like what we feel. As the new engine isn’t turbocharged its response is all-but instantaneous. There’s a great push in the back as the car leaps from rest to 100 km/h in just 4.6 seconds. This sort of acceleration also makes for very safe overtaking.The quality of sound from the big V8 is excellent, but we could have done with a bit more quantity - that is louder…  Even with the top down we kept wishing for more aural input as the engine went up and down through the rev range. In particular, the sounds of the blips on fast downchanges and the burble on overrun would have been greatly appreciated.The automatic can be controlled through steering wheel paddles and has very fast changes. Once the first manual shift is made the auto remains in the gear selected rather than reverting to Drive as happens in less sporting models. We like it like that.Handling is pin sharp, with virtually instantaneous turn in and response. The SLK 55 AMG is the lightest of the Mercedes high-performance range and feels neat and nimble for a car with a mass on the wrong side of 1600 kg.Comfort is generally good, though the ride is a little pitchy at times. This is probably to be expected in a full-house sportscar with a relatively short wheelbase. We got the suspension down to the bump stops a couple of times and the SLK 55 really crashed down on them.Aside from the sporting side of the new AMG; it has plenty of creature comforts in the way of a true grand tourer. Leather trim is standard as is the full suite of communication aids including Bluetooth streaming and up to 10 Gb of storage space. The interior is quiet with the roof raised, indeed it’s almost as though you are riding in a closed coupe. That’s impressive.MERCEDES-BENZ SLK55 AMGPrice: From $155,000Engine: 5.5litre, V8Outputs: 310kw/540NmTransmission: 7-speed automatic

The latest cars to take the Mini moniker, the Coupe and Roadster, are the first purely two-seaters from the iconic British brand.Aimed to attract those who desire a two-seat sporting life, they come in Mini Cooper S and Mini John Cooper Works guise.Mini Cooper S is powered by a 1.6-litre four-cylinder motor with twin-scroll turbocharger putting out 135 kW of power at 5500 rpm and 240 m of torque between 1600 and 5000 rpm. An overboost function lifts torque to 260 Nm for a few seconds if you really need everything in acceleration.The John Cooper Works variants pump out a rip-roaring 155 kW at 6000 rpm and 260 Nm between 1850 and 5600 rpm. Overboost adds a further 20 Nm between 2000 and 5100 rpm for extreme-performance applications. The Mini John Cooper Works version only has a six-speed manual. It uses a clever self-adjusting clutch to ensure the correct pedal feel is maintained over the car’s full service life.The Mini Cooper S Coupe claims zero-to-100 km/h acceleration in 6.9 seconds in manual form (7.1 sec, auto), with combined urban/highway petrol consumption of 6.3 (6.7) litres per 100 kilometres. The equivalent manual Roadster comes up with 0-100 km/h in 7 seconds (7.2 sec, auto), while using 6.4 litres of fuel per 100 kilometres (6.8, auto) when measured to official standards The John Cooper Works does the zero-to-100 km/h sprint in 6.4 seconds for the Coupe and 6.5 in Roadster format.The dimensions of the Coupe – the two-seater measures 3734 mm (John Cooper Works Coupe 3758 mm) in length, 1683 mm in width and 1384 mm (John Cooper Works Coupe 1385 mm) in height (Roadster 1390 mm and JCW 1391 mm) with a wheelbase of 2467 mm.On sale now, prices range from $45,500 for the Mini Cooper S Roadster and $55,100 for the range-topping John Cooper Works variant, representing a premium of just $2510 and $2500 over the respective Coupes. On top of standard equipment featured on the Cooper S, JCW variants gain 17-inch Cross Spoke Challenge wheels, the John Cooper Works aerodynamic kit, sports suspension, sports stripes and a Harmon Kardon audio.Efficient aerodynamics see an active rear spoiler integrated for the first time into a Mini boot lid. It pops up automatically when the Coupe hits 80 km/h. At top speed the maker says the wing weighs in with 40 kg of extra downforce. Two rear seats are replaced in both the Mini Coupe and Roadster by a generous luggage shelf that incorporates a larger-than-normal through-shute from the 280-litre Coupe boot (240 litres, Roadster) which can take bulky long objects.The high-opening boot lid allows bulky items such as sporting gear and weekend-away luggage for two to be loaded easily. The quirky knobs, switches and instruments are straight out of the Mini bin, the centrally situated speedo dial dominating the dashboard with its side-plate size. The speed is duplicated by a digital readout viewed between the upper spokes of the steering wheel, so there is no need for the driver’s eyes to stray too far from the road ahead.Occupants are actively protected by anti-skid braking with electronic brake force distribution and dynamic stability control, while driver and passenger front airbags and side head and thorax airbags come into play in the event of a crash. Roadster travellers are also protected in the case of a vehicle flipping by polished stainless steel roll bars, which are padded at the front and incorporate a slot for the wind deflector.The wide stance, together with a stiff (some would say too stiff) sports suspension have the compact cars roller skating ‘round corners, the beautiful balance enhanced by positive steering with excellent feedback. There is some flexing in the Roadster on uneven surfaces and a plastic cargo cover in the back of the Coupe rattled annoyingly during our introductory test drives.All was forgiven when the engine, especially in the JCW cars, piped up with a Rod Stewart-style rasp under heavy acceleration. A visually striking feature of the Coupe is the sharply raked windscreen (13 degrees more than the Mini Hatch), the arc of which flows rearward forming a low roofline which terminates in an integrated rear spoiler.The Roadster’s cloth roof is light enough to be lowered using one hand by means of a handle above the windscreen. With the Roadster roof stowed between the cabin and boot there is no reduction in cargo space to that with the roof up. A standard wind deflector behind the occupants helps maintain a relatively quiet and relaxed atmosphere in the cabin. Ambient light only adds to the feel-good surroundings of the Roadster and its twin.The Mini Coupe cabin roof lining, in a felt material, in contrast to the rest of the surroundings, looks on the cheap side but incorporates oval recesses to increase headroom for the driver and passenger.The Mini Coupe and Roadster range is:Mini Cooper S CoupeMini Cooper S RoadsterMini John Cooper Works CoupeMini John Cooper Works Roadster

From the front it looks just like a Golf. But sharper, more aggressive lines should make Volkswagen's EOS sports couple-convertible more appealing especially to male buyers.Launched in 2007 the hard-topped, Golf-based coupe-convertible has just been updated, with cosmetic changes and more standard equipment.But in terms of performance things remain pretty much the same, with engines that carry over from the update in September.PRICING AND EQUIPMENTPriced from $49,990 it's an alluring proposition, a premium offering with plenty of `look at me' appeal. EOS is well equipped with leather and climate controlled airconditioning standard. Bluetooth, an alarm system and media device interface (MDI) for an iPod have been added. You also get rain sensing wipers and rear parking sensors. A space saver spare wheel is included.Options include a more advanced self-parking system for $900. As well as reverse parking it can slide you into a car parking bay in a shopping centre carpark with 40cm of clearance either side without hitting a pylon. The system doesn't need to be activated, it is constantly on the lookout for parking spaces.The folding metal roof takes 25 seconds to deploy, offering the benefits of a convertible with the security of a coupe.SAFETYEOS comes with the usual range of VW safety systems, including electronic stability control, anti-lock brakes with brake assist and electronic brake distribution. But with four airbags, it scores only a four-star rating for safety. The side airbags offer protection for front seat occupants only. not rear seat passengers.DESIGNVolkswagen is hoping the changes it has made will boost the fortunes of the four-seat coupe-convertible with its folding metal roof. Built in Portugal, sales have fallen markedly since the model's introduction. Cosmetic changes including new front and rear lights, a redesigned front grille and sharper boot line bring the car into step with the current family look.ENGINES AND MECHANICALBuyers can choose between a 2.0-litre turbo diesel or 2.0-litre turbocharged petrol engine. The 155kW/280Nm turbocharged engine is the same unit that is in the Golf GTI, while the 103kW/320Nm 2.0-litre turbo diesel will be familiar to VW enthusiasts.Both are paired with a six-speed DSG style transmission -- a twin-clutch, robotised manual gearbox -- which of course means no more manual. As 85 per cent of buyers chose DSG, normally a $2500 option — this is not going to worry too many people.Volkswagen has managed to trim the fuel economy of the car. The diesel is good for 5.9 litres/100km (was 6.1) while the petrol model now returns 7.7 litres/100km (was 7.9).DRIVINGAfter driving the two cars back to back, we reckon the petrol engine is the pick, although it will set you back another $2000. It feels the sportier of the two and makes all the right noises in all the right places when driven enthusiastically.Mid-range performance is strong but the car is slower off the line than the GTI because it is a bigger and heavier car. The transmission has sport mode or you can change gears manually via the shift lever, but surprisingly VW does not offer shift paddles with this model.As a convertible EOS exhibits a small amount of body flex, even with the roof up — but that's the price you pay for sunshine. If you rarely venture off major thoroughfares, you'll probably never notice.VOLKSWAGEN EOSPrice: From $49,990Engines: 2.0-litre turbo-diesel (103kW/320Nm), 2.0-litre turbo-petrol (155kW/280Nm)Transmission: 6-speed DSG, front-wheel-driveThirst: 5.9L/100km (diesel), 7.7L/100km (petrol)Crash safety: 4 stars

Think before you diss the Merc driver. It's the well-heeled motorists in stratospherically-priced Mercedes sports cars that are paying out big bucks to ensure your safety.Every time a car like the Mercedes-Benz SL finds a new buyer, proceeds of that purchase filter back to the car maker who donates to its safety program.No better example is anti-lock brakes, retractable seatbelts, airbags and so on - all developed by companies like Mercedes who, because of the obscene price of development, first fitted them to ultra-expensive cars like the SL. Mercedes later offers - at no cost - its findings to other car companies.SAFETYThe latest safety widgets from Mercedes are equally as fascinating and are part of the ingenious aluminium-wrapped package that wears the SL badge. For those who came in late, the SL is Merc's premium luxury sports coupe-convertible and has a nameplate that is almost as old as me.It's now in its sixth iteration. Standard fare on the SL500 tested are things like Pre-safe (reckons you're going to have an accident and prepares for the worse); Attention Assist (wake up Sunshine, the road's moved); Active bonnet (protection in pedestrian accidents); and Neck-Pro (protects the neck in an accident).But it isn't all about minimising damage in a prang. The clever SL has an automatic opening and closing boot - just point your foot beneath the rear bumper. The audio's bass sound comes from using the recesses in the aluminium body structure to deliver perfect reproduction.The windscreen wipers have 160 nozzles to squirt water right at the wiper edge, without overspray that obscures driver vision. The glass roof folds tightly in the boot and still allows a generous 364 litres    of storage with the roof down and 504 litres when up. But the best news is the way it drives.This is an entirely new model over the steel predecessor and feels remarkably agile, quick and very comfortable. Just not pretty.VALUEIs in the eye of the beholder, or something like that, as $380,000 for the 4.7-litre V8-engines SL500 is equivalent to a suburban-fringe house. But the technology is breathtaking. It comes up against more rivals now than a decade ago so has to fight hard.Look at convertibles such as the Porsche 911 Carrera ($260,000); Maserati GranCabrio ($330,000); Jaguar XKR-S ($365,000); BMW 650i ($250,000); and Audi R8 ($380,000). Also, the SL 350 V6-engined version may cost about $80,000 less and may be a better buy.DESIGNThe SL is a great piece of engineering. But its styling is at odds with its mechanical acumen and its target buyer. Styling is heavy-handed, especially it's commercial-vehicle grille that looks like an iron gate that does no favours to the SL's (mostly) esteemed ancestors. Particularly, it lacks the elegance expected by an audience that is dominated by women. The tail is too rounded and though it's hard to shape a big tail when there's layers of folded metal and glass roof to hide, there may be a better ways. But the cabin is excellent with kudos to the electric park brake that finally replaces the ancient, US-inspired foot-operated ironwork; the neat, twin-dial instrument panel; small-diameter steering wheel; and the softer hues of the perfectly-supportive and perforated leather seats, use of more personal storage space and yet a sense that the driving compartment is more user friendly than before.TECHNOLOGYSafety ranks as the highlight here though full marks to the all-aluminium body (well, about 95 per cent) that is up to 140kg lighter than the previous car. The 4.7-litre engine is a bi-turbo unit that punches a smooth delivery with a slightly-menacing exhaust growl and sends it all the rear wheels via a seven-speed auto with paddle shifts and three response modes.The suspension can be changed from "comfort'' to "sport'' and the latter makes firmer adjustments to the steering feel. There is also the "magic sky'' translucent glass roof option. It's a good package that is more definitive than most rivals - but you kinda expect that at $350,000-odd.SAFETYThe safety issue is huge, both as standard equipment and as options. No other car company offers as much. Even the aluminium body is stressed not just for handling, but made compliant to absorb crash damage. A five-star rating is expected and the six airbags become almost insignificant when you recognise that this car can automatically either move you out of an accident situation or afford all possible protection should a collision occur. No spare tyre though!DRIVINGOkay, so I'm going to get shot down because I think the styling is a bit like a tank. But behind the wheel, this is a very well balanced machi ne. The engine is strong but cleverly less excitable than is possible with two eager turbochargers. That's because the SL's market is more about luxury sports driving. If you want to be frightened, buy the SLS. The engine delivery is as expected - smooth, fuss-free but with the ability to growl all the way to the redline.The most impressive feature is the suspension. It is soft and yet supportive on its "comfort'' setting but remains supple even when switched to "sport''. At the same time, the steering - an electro-hydraulic system - becomes a tad firmer. Some people have raved about the steering and I'd admit it's good. Good for the SL's market, good for the blend of city parking and country highways. The roof is quick and very quiet to erect and collapse, but I'd suggest the "magic sky'' option that puts a tint through the glass is almost mandatory in Australia.VERDICTI really like this car and while it's a big step on its predecessor, it's not pretty or elegant or as visually appealing as its rivals. As for the engineering - no contest. This is a great piece of mechanical architecture.MERCEDES-BENZ SL500 Price: est. $380,000Warranty: 3 years/unlimited kmResale: n/aService interval: 15,000km or 12 monthsSafety: six airbags, ABS, ESC, PRESAFE, drowsiness alert.Crash rating: 5 starsEngine: 320kW/700Nm 4.7-litre V8 bi-turbo petrolBody: 2-door, 2 seatsDimensions: 4612mm (L); 1877m (W); 1315mm (H); 2585mm (WB)Weight: 1785kgTransmission: 7-spd auto; rear-wheel driveEconomy: 9.1 l/100km; 98 RON; 212g/km CO2