Convertible Reviews

Ten years is a long time to wait for a new generation Porsche 911 but the cycle has started again following the arrival of a new 911 code named 991.Thing is, it looks the same - well, to the casual observer. And the point to that is that Porsche has a philosophy of "If it ain't broke, don't fix it," in terms of 911 styling. Buyers too are hard-core about the styling, they emphatically want their car to "look" like a 911 and the new one most certainly does.But underneath the familiar looking muscular skin it's all different and the outside is totally new too - bigger, more assertive, wider and stunning to look at.ENGINESThe entry level Carrera model now runs a 3.4-litre flat six with 257kW/390Nm, up on the previous 3.6-litre model while the Carrera S runs a 3.8-litre flat six with 294kW/440Nm, also up.The high compression (12.5:1) engines are naturally aspirated and have direct fuel injection and variable cam timing and lift to boost both performance and fuel efficiency which comes down to an incredible 8.2-litres/100km in the Carrera with PDK transmission.TRANSMISSIONThe rear wheel drive Carrera and Carrera S introduce the world's first seven speed manual transmission with a dual mass flywheel for more response. There's also an optional dual clutch PDK seven speed 'auto' complete with paddle shift and multi modes.A hill hold function is fitted to both models as is auto stop/start for fuel economy gains in city driving. Torque vectoring  is fitted to the PDK S models to aid cornering grip.CHASSISNew 911 has a longer wheelbase and wider front  track than before and is on a new, stiffer chassis featuring a strut front/multi-link rear suspension. Porsche's stability management system is standard and the steering moves to electro-mechanical to save weight and offer superior responses. Active roll bars are available on the S model with brakes featuring four piston front calipers on the Carrera and six pistons on the S.BODYTwo doors, four seats if you have shorties in the front and kids in the back. Or fold down the rear seats and treat it as a two seater, the sensible option. The rear spoiler "self deploys" and the underbody is flat for optimal aerodynamics.There's greater use of aluminium in the body and some chassis components that reduce weight by 98kg depending on spec'. Exterior mirrors are door mounted. The body is bigger inside than the previous model with benefits for passengers and luggage storage.INSIDEGreat advances have been made inside in terms of design, function and appearance with a cool stitched leather dash in pride of place. The touch screen info' screen is large and wide and the easy to read five dial instruments are housed in a stylish binnacle facing the driver's cockpit.The driving position has numerous adjustments and the standard Bose audio system is monumental, upgradable to a top of the range Burmester million watt system. The park assist is handy as are the bixenon headlights. Electrically adjustable sports seats, two zone climate control, leather, multi-function wheel.THE DRIVEOne word ... sensational. We got to drive the S in manual and PDK on the international launch in Santa Barbara last week on a range of roads including freeways, mountain passes and rural B roads.It was a treat to hear and feel and there were times when diplomacy was required to extract the keys from other drivers.It sounds superb, accentuated by pushing the exhaust button which gives a less restricted note. Performance is astonishing from a 3.8-litre "natmo" engine capable of putting away a 0-100kmh sprint in 4.1 seconds. Engine revs to 7800rpm.It corners hard enough to make you queasy and has brakes to pop your eyeballs.VERDICTWould have one in a blink, with PDK. Carrera S does the Nurburgring in 7.40. Prices start at $229,900.

Just as I finished signing the press car loan agreement for the California, the pen ran out. I hoped it wasn't a bad omen of some kind.We've driven plenty of fast and expensive cars before (the two don't necessarily go hand in hand) but there's just something different about a Ferrari.It was raining outside and showed no signs of letting up as the weekend was about to unfold.Just my luck. But the weather didn't dampen the reaction everywhere I took the car, as you can see below.THE OFFICENot even the boss has one of these beauties.  As soon as it became known there was a Ferrari in the carpark the word went around. Then the questions started followed soon afterwards by the inevitable: "Can you take me for a ride?"CO-WORKER (female)What is it you like about Ferraris? "The sound of the engine and the fact that everyone looks at you."MCDONALDS"Gee. Nice car mate. How's it go?" Pause. "Sorry. What sort of coffee was that again?" "Black. Short black (what else?)"THE CLUBWe've always been intrigued by the way you see these cars parked right where you can see them at big hotels and other public places. Maybe it works differently in the Eastern Suburbs, but there were no special privileges in the offing a large Sydney football club in Sydney's west.THE WIFEShe's over it. She's been over it for years, what with the never ending stream of cars that I bring home. "But it's a Ferrari darl?" "So . . ."FRIENDSYou suddenly find you have lots of them (lots of female interest too).OUT AND ABOUTEveryone looks. It's hard not to. There's cars and then there's Ferraris. Even at idle, the note from the exhaust (there's four of them, count them) is loud enough and strident enough to cut through the Friday afternoon throng.SHOPPING?No way. You wouldn't even contemplate taking a car like this into a shopping centre carpark, let alone leaving it unattended. Beside's there's probably something about it in the agreement?WHAT'S IT GO LIKE?Who cares. I want one anyway. It's not the first time I've driven a California, but it's the first time I've got to take one home and that please God is where I'd like it to stay. With it's retractable metal roof and rear seat, it's a Ferrari for all occasions. But you'd be hard pressed to fit anyone with legs in those tiny back seats.HOW FAST?The 4.3-litre direct injection V8 pumps out 338kW of power and revs to an amazing 8000rpm. The noise from the vertically stacked quad tailpipes is sensational. With paddle shifts and a 7-speed robotised gearbox, you can rip through the gears incredibly fast.It puts away the dash from 0-100km/h in less than four seconds and has a top speed of 310km/h.THE PRICE?At $459,000 (plus on-roads) it's the one sticking point. It's way beyond the reach of most people, but I guess that's what makes it so special and to some extent the people that can afford to buy them too.FERRARI CALIFORNIAPrice: from $459,000Body: four-seat convertibleSafety: front-side airbags, anti-skid brakes, ESP stability control, pop-up rollover barEconomy: 13.1L/100kmEmissions: 305.6gm/100kmEngine: 4.3-litre V8Output: 338kW/7750revs, 485Nm/5000 revsTransmission: seven-speed dual-clutch manual, rear-wheel drivePerformance: 0-100km/h, less than 4 seconds; top speed 310km/h

Nobody wants to wreck a winning formula. Especially nobody at Porsche, where the 911 is the heart and soul of the brand, with a devoted fan club and a pedestal spot in sports car history. So it’s no surprise the seventh generation of the car follows the same recipe of all its ancestors since 1963.There’s been some work on weight reduction, adding power and saving fuel. There’s some more techno trickery and clever features. But no extreme changes that might scare off the faithful. They are looking for what Porsche global board sales head Bernhard Maier called at the launch "the icon of our brand".DESIGN As you’d expect, the new Porsche 911 convertible looks pretty much like the old Porsche 911 convertible.But it also now looks more like the coupe in profile, thanks to the line of the new power-retractable soft-top – which includes rigid panels but is lighter and swifter-folding than the current design. It can be opened or closed in 13 seconds at speeds up to 50km/h and has a powered pop-up wind deflector to keep the cabin breezy without being battered.Porsche’s head of 911 product, August Achleitner, says it’s more than ‘closer’ … “It’s exactly the same as the 911 coupe – exactly. This is able to be done because of the hard magnesium panels, which also make it acoustically better,” he says, thumping our car to demonstrate their robustness.The body is slightly lower-slung than the outgoing car, longer and wider – emphasised at the back by taillights trimmed down to horizontal slivers that almost risk a copyright call from Aston Martin. There are new wheels that add an arch-filling inch to give the Carrera 19-in and the Carrera S 20-in.More aluminium and high-strength steels have been used to trim the weight to as low 1450kg, side mirrors have migrated to the doors and the roofline has apparently been lowered by a tiny 5mm. The cabin gets switchgear from the Panamera and a new colour display screen, but the biggest change there are the hefty metal paddles behind the wheel.VALUEThe starter Carrera will be priced from $255,100, with the Carrera S coming in from $288,300. What other cars can you get for the same sort of money? Quite a few.But what can you get with the same combination of performance, handling, engineering integrity and – last but not least – the styling of quiet confidence rather than neurotic attention-seeking? Not many.Jaguar’s XKR Convertible is in the ballpark at $263,000 with restrained style and a thumping supercharged 5.0-litre V8 slotted in after the brand’s shift from Ford to Tata (a move purist decried but which hasn’t seem to do any harm so far). And there’s familiarity to the styling, although in this case it’s because the Jag is due for a makeover.There’s the Aston Martin Vantage V8 Roadster at $274,698 with a 4.7-litre V8, stunning looks and all the cachet of being related to James Bond’s traditional brand of choice. But it’s not as sharp or refined as the Porsche. And touches of Ford here and there will remind you 007 drove a Mondeo too.And you can’t entirely dismiss the4.7-litre V8 Maserati Gran Cabrio, which has arguably one of the loveliest bodies around, but at $328,000 is overpriced without matching the 911’s engineering and performance.Yes, they’re all V8s and the Porsche is an in-line six. But it overdelivers on the value scale.TECHNOLOGYIt carries the same engine line-up as the 911 Coupes that will arrive here in March, but with only slight speed and acceleration penalties.The Carrera S gets a 294kW/440Nm 3.8-litre six-cylinder with top speed pegged at 301km/h (the Coupe ceilings at 304km/h) and 0-100 sprint of 4.7 seconds with the seven-speed manual transmission, and 299km/h and 4.5secs with the PDK dual-clutch manumatic.The Carrera gets a 257kW/390Nm 3.4-litre six that promises a top speed of 286km/h and 0-100 sprint of 5 seconds with the manual, and 284km/h and 4.8secs with the PDK.Efficency measures include a stop-start system and mean fuel consumption – if that’s going to worry anybody driving this car – starts from a claimed 8.4L/100km for the Carrera with PDK. But even the thirstiest official figure on the sheet is reasonably modest at 9.7L for the manual S.SAFETYIt gets six airbags, anti-skid brakes with all the extras, stability and traction controls.  Add in the new torque-vectoring differential -- which modulates braking on the inside wheel when cornering -- and increased side-impact protection, and you can judge it as having five-star safety.DRIVINGIt’s just about everything you could ask for in a sports convertible. And then, it’s also everything you could ask for in a relaxed cruising drive. You don't have to go fast to enjoy it, and it simply seems even more tractable – so much so, old-school purists might argue it’s lost a bit of soul. It hasn’t.The first thing you notice is how easy the 911 Cabriolet is to drive. We started off in the Carrera S and in a mix of town streets, freeway and tight mountain road – dodging cyclists and the occasional farm truck – the Porsche was always tractable and obliging.The steering is sweet and sharp, and through bends the massive 20-in wheels almost seemed to find their own way as the car switches direction through one bend after another, with barely any impact from the patches of crumbled surface on back roads.Slipping it over to the faux manual side and flicking the paddles sparks bursts of acceleration and glorious sound – snarling and burbling as you play with the gears and throttle.And that’s when you start to notice the second thing – how quiet the cabin is (when you’re not poking a stick through the engine’s bars, that is). Roof up or roof down – and even up to bahnstorming speeds – you’re still able to carry on a conversation without having to yell.Sure, there’s some wind rush in open mode, even with the pop-up deflector in place. But it’s never overbearing.And with the roof up, it’s closer to the coupe in comfort levels and – more importantly perhaps – the looks.VERDICTIt’s quieter, more refined and more tractable, but still has the punch and poise you expect. And it still looks like the previous 911 Cabriolet -- more or less -- but now it feels more like the Coupe.It’s a 911, Jim, and exactly as we know it.

The arrival of the Mazda MX-5 in 1989 was like a breath of fresh air in a market that was as dull as dishwater.It was a car you could truly enjoy driving again, a modern sports car that turned the clock back. Like all good things, the MX-5 has evolved over the years into a more refined, more sophisticated car, and you can't blame Mazda for allowing it to happen.The first MX-5 appealed to sports car buffs and anyone who wanted to relive their long lost youth, but when that demand was satisfied Mazda had to broaden its appeal to win over buyers who weren't traditional sports car buyers.Those buyers typically wanted the fun of the sports car, but weren't keen on giving up the comforts of the regular passenger cars they'd been driving. Hence, the MX-5 grew in size, comfort, and refinement. It became more serious.The 2009 update model was greeted with enthusiasm, rated the best ever. Outwardly there wasn't a lot of change apart from the smiling corporate grille that was common with the rest of the range in this new era of Mazda success.But the changes went deeper than a mere grille swap, the body was stiffer, the suspension was fine-tuned, the steering sharpened, and the engine output boosted. Where Mazda had one model in 1999, the range had grown to four models in 2009, with the choice of two-seater convertible and two-seater coupe with a folding roof.The folding roof helped rekindle dwindling sales when it was released in 2006, and the 2009 model went further by reducing noise levels and overall harshness. While Mazda made the sorts of improvements that would appeal to those not really committed to sports cars, they also made the driving experience better for those that are.The stiffer body made the steering response much sharper and the engine was more responsive with a new exhaust note that echoed the performance boost. At the top of the range the fully loaded Sports Coupe boasted BBS alloy wheels and Recaro seats.IN THE SHOP Mazda is a generally reliable brand and its cars give little cause for concern. The MX-5 rarely crosses our radar here at CarsGuide, suggesting owners are having a largely trouble free run from their cars. While it is early days for the 2009 model and most will have done less than 50,000 km, history suggests that there will be no hidden demons in the foreseeable future. For the moment look for oil leaks around the engine, and any signs of harsh treatment and crash damage, and seek proof of maintenance.IN A CRASH The MX-5 was well equipped with safety features, including front and side airbags, ABS braking, stability control and traction control. Equally as important it had a stiff chassis with the agility and responsiveness to avoid a crash.AT THE PUMP Mazda's official claim for the MX-5 was 8.1 L/100 km average; road testers at the time of the release recorded numbers above 9.0 l/100 km, but these higher numbers are likely to have been the result of a heavy right foot.MAZDA MX-5Price new: $42,460 to $49,805Engine: 2.0-litre 4-cylinder petrol; 118 kW/188 NmTransmission: 6-speed manual, 6-speed automaticEconomy: 8.1 L/100 kmBody: 2-door roadster, 2-door coupeVariants: Convertible, Coupe, Coupe Sports, Touring ConvertibleSafety: 4-star ANCAPVERDICTMore refined, but also reinvigorated, and even better than before.

I could tell you how fast this car is. I could tell you how loud and brash it is. I could tell you how outrageously expensive it is. But there's so much more to the Mercedes-Benz SLS AMG Roadster than this. It's one of those rare cars that is more than the sum total of its parts. There's an aura, a certain mystique about it that elevates the SLS to the very top of the supercar wish list. It's enough to leave a grown man weak in the knees. One thing's for sure, it's a better looker than the Gullwing. I tell you ... you'd mortgage the house to own a car like this.It has a deep, guttural booming engine note, that is even more apparent in the roadster without any roof to mask it. For this reason alone, you'd leave the top down, even in the dead of winter. Start it up, rev it a couple of times and heads whip around up to half a kilometre away. Off throttle it pops, and crackles and carries on just like an F1 racer, blipping the throttle for you on downchanges.It's the same naturally aspirated 6.2-litre V8 engine as the Gullwing, mid-mounted with 420kW of power and 650Nm of torque. It's essentially the same engine as the C63 AMG, but with about 120 different parts and a much higher power output (the C is good for 336kW and 600Nm). These two cars are the last models to employ this engine. When they move to the next generation models we'll see a switch to the turbocharged 5.5-litre V8.Withering. 0-100km/k takes a blistering 3.8 seconds and it has a top speed of 317km/h. There's no difference between the way the coupe and the roadster go, although the roadster weighs another 40kg.In a word  stunning. It's incredibly broad and muscular, filling the road with its riveting road presence. Punch the accelerator and thing roars to life, cannoning forward with a power and grace bellying its 1660kg.The original Gullwing dates back to the 1950s. It's one of the most celebrated cars in motoring history. There was a four cylinder version the 190 SL and six cylinder version the 300 SL. When you put the two side by side you can see where the designers of the modern car drew their inspiration, particularly the side vents or "gills" with their twin slashes of chrome.We had a chat with the owner of a beautiful, blue restored 1960 190 SL. Victorian Murray Allen has owned the car 10 years and has spent eight of those years slavishly restoring the car to concourse condition. He wouldn't say how much this show car owes him, but you;d have to guess that it's a bloody lot. What is it about these cars that attract people like Murray? When you pull them apart, it's the high level of engineering set them apart. "There's a bit more guts to them than most other cars,'' he said.Wait for it. $487,500 before onroads, $17,000 more than the Gullwing, but it gets plenty of extra kit thrown in. You can open and close the roof up to a speed of 50km/h. Vision with the roof up is a bit challenged, so Benz has added a reversing camera and blind spot awareness system as standard. The blind spot system flashes and buzzes a warning in your exterior mirror if there is a car near you. It's also thrown in $8000 worth of leather upholstery but that still leaves room for plenty of options, taking it well over the half million mark ... but for the cost of ceramic brakes you could buy one of Benz's new B-Class runarounds.Benz has sold 75 Gullwings so far in Australia so far and is holding 10 orders for the roadster. Five of the Gullwings are going straight into storage and two of the orders for the roadster are from existing Gullwing owners. The car comes complete with a cover and trickle charge battery kit as standard to assist in storage.

You can now put a price on beauty and it is $487,500 for the soft-top Mercedes-Benz SLS AMG Roadster.  And this vehicle is no botox and silicon-enhanced average Joe or Jane but a genuine jaw-dropping supercar that looks and sounds better than the Gullwing Coupe that preceded it.The price is stratospheric by mortal standards and pushes the AMG-developed vehicle into the arms of the moneyed elite. I want to be one of them. If my lucky numbers come up, the local Merc dealer is one of the first people I'd be calling, given there's a months-long wait between placing an order and taking delivery.That hasn't deterred 10 customers from pre-ordering a car, including two who already own the Gullwing. Options are few but run from $29,850 for track-focused ceramic brakes, $11,025 for a carbon-fibre interior pack to $3775 for carbon fibre rear mirrors, $4950 for the adaptive suspension damping and $1950 to paint the brake callipers red.The only thing missing is a touch screen - Mercedes has persisted with the button and dial-driven Comand interface but at this price, I'd want the touchy-feely option as well.AMG developed the SLS and the input of those performance purists it is reflected in every aspect of driving the car. This isn't a fettled Mercedes but a ground-up driver's machine. The heart of the beast is the 6.2-litre V8 that spins like a four-cylinder to crank out 420kW/650Nm and give the car 0-100km/h performance of 3.8 seconds. That is quicker than a Ferrari California and not far off the Porche 911 Turbo Cabriolet.Power is sent to the rear wheels  via a seven-speed automated manual transmission mounted in the back and the car is directed into the turns by the most tactile steering wheel I've had the pleasure of laying hands on.This car looks so good with the top down it should be sold in plain paper packaging and come with warning labels. It will stop traffic. It shares its basic structure with the Gullwing but looks even better when the three-layered red/black/beige lid is lowered - a process that takes only 11 seconds and came be accomplished at up to 50km/h.Rear visibility is restricted with the roof down, which is why the blind-spot assist package is standard on the Roadster. And at almost 2m wide, narrow roads will make drivers nervous, especially with oncoming cars.The SLS is five-star rated. The protection starts with a light-but strong alloy spaceframe chassis that prevents body flex and runs through to eight airbags blanketing the cosy cockpit. Software includes adaptive braking with hill-start assist and a three-stage electronic stability control program. There's also a tyre pressure monitoring system and the previously mentioned blind-spot assist so owners aren't fretting about whether a vehicle in the next lane is hidden by the roof.The menacing bellow that reverberates off rock walls, tunnels and nearby buildings is an aural reminder why the Roadster is a better buy than the Gullwing. If I've spend half a million on a car, I want the world to know why. And the SLS delivers that with an exhaust note that ranges from latent threat at idle to a charge-the-enemy bellow as the tachometer nears 7000rpm.The noise is accompanied by acceleration that can't legally be tapped on Australian roads - human reaction time means the speedo is on the far side of 100km/h by the time the driver eases off.  Find a series of bends and this car dances to a beat few drivers can match. The steering comes alive beneath your hands, transmitting every irregularity in the road back through the wheel to engage the driver as few cars can.The brakes are stupendously good and the adaptive dampers will soften the hits in comfort mode or give you a direct connection to the bitumen in the sports settings. The default ESP mode allows just enough play for the rear end to twitch and remind you the right foot application is too heavy for the steering angle. At that point the chassis soaks up a lot of the lack of talent but persist and the dashboard light will start to flicker.

JAMES Bond drives an Aston Martin, and that's almost good enough for me. Almost. But when the pricetag of the Aston in the driveway hits $470,000 - drive away, no more left to pay - the rules change a bit. That sort of money buys some truly great cars but I cannot help comparing it with the Ferrari California.The Aston scores with brilliant convertible styling, all the luxury you can really want in a two-plus-two convertible, and rock-solid credentials that include two years as the coolest brand of all in Britain.It sits alongside the Virage coupe that costs $371,300 in a 13-car range that starts with the V8 Vantage at $250,272. But the fresh-air Ferrari is more tactile, more emotional, and it doesn't have a paddle-shift automatic gearbox that somehow quits shifting on me for a time during a straightforward run to the newsagent.VALUEOnce again, the colossal pricetag of the Virage means it's impossible for an ordinary person to make a true judgement call. People with half a million for a car that's a toy are more likely to be shopping it against a boat or another holiday house than 24 Hyundai i20s, or pitching it up against the California or Benz SLS roadster in  the driveway next door. But the mid-range Aston - yes, there really are other models that are even more costly, right up to the limited-edition 1-77 at something beyond $2 million in Australia - makes a reasonable case against car like the Jaguar XK-RS, California, Audi R8 Cabriolet and other exotica. TECHNOLOGYAston makes a lot of noise about the car's lightweight aluminium construction, even though it thumps the scales at close to 1900 kilos. So imagine what it could have been. What the alloy structure brings is incredible rigidity, especially for a convertible, and the sort of rock-solid feel that convinces you the car will go on for a long time.And you cannot say that about a Maserati GranCabrio, although the R8 - with its racecar layout, against the Aston's front-mounted V12 - is impressively taut. The British car has its hand-assembled 6-litre V12, adaptive damping in the suspension, carbon brakes, and even an exhaust with bypass valves that mean it can be shoosh quiet around town but howl on the open road.Or noisy all the time if the owner asks for a special switch . . . But an old-school automatic gearbox, even with paddle shifts and six speeds, is off the pace in 2012. DESIGNIt's hard to fault the Virage Volante, except that it looks a lot like the all the other Aston coupes and convertibles. It's a great looking family, but it can be hard to know if you're out on the town with Alec or Billy or Daniel, if you draw a comparison with the Baldwin brothers. It is a droolworthy shape that is beautifully finished, right down to  gorgeous wing mirrors and giant wheels that sit just right in a body  that's almost draped around the rubber. The dashboard looks great, and the steering wheel and other controls have a solidly chunky look and feel, but the car is let down by the details. The satnav screen is too small, although the mapping system is updated and greatly improved, and the digital readouts - including the speedo - wash out badly in harsh Australian sun.And that's before you drop the top. The top itself works extremely well, and seals well to keep noise levels down. The boot is not particularly big, and the back 'seats' barely qualify for anyone with legs, but it's pretty much the same as others in the class.SAFETYANCAP is never going to whack an Aston into a wall, so there is no star rating. Based on Carsguide experience it would probably be a four-star car, and it does have lots of nifty electronics to keep you out of trouble and airbags for both front seat occupants.DRIVINGWheel time in an exotic always gets personal, because the possible play things - remembering that could be a Bentley or a Porsche or a  Ferrari or whatever - are so very different in character. The Aston scores because of its Bond-like strengths, from the masculine styling to the macho V12 and the chunky way it sits on the  road and handles corners. Strangely, and despite 365 kiloWatt and a sprint time of 4.5 seconds to 100km/h, it doesn't feel particularly quick. It's definitely not as big a hitter as the twin-turbo V8 AMG E63 currently in the Carsguide garage, but it does waft along pretty briskly. It's not helped by that weight.The steering feel is good, the brakes are strong, and it's nice as a tourer, but push harder in tight corners and the front wants to push wide until you are hard on the gas. It's definitely not best in class if you want to muscle it around. But switch the adaptive damping to the sport setting and it wakes up and comes alive, with much more bite at the front end, more general composure, and the extra pace to bring a smile. With the engine tweaked to sport, and extra crispness in the throttle to match the barky exhaust, it does a lot better. But it's still not a match for the California, either in punch or personality. And, when the paddle shift goes awol for a while, I wonder again about famed British reliability. The FM radio reception is pretty poor, too.So the Virage Volante is a good car, and a very distinctive one, but a few pennies short of a pound. It's not nice for a Bond-style arrival, but not something to try and outrun any baddies. If I had the money and the choice, and I wanted a speedy droptop to make me feel really good, I'd go for a Ferrari California.VERDICTOne of the best lookers on the road today is not as good as it looks.Aston Martin Virage Volante Price: estimated $470,000 on roadEngine: 6.0 litre V12, 365kW/570NmBody: two-door convertibleWeight: 1890kgTransmission: six-speed automatic, rear-wheel drive

Just how many golf puns can you fit into one story about a Volkswagen?The German car maker has tee-ed up and driven back into the soft-top convertible market, pairing up the Volkswagen Golf Cabrio with the hard-topped Eos.Returning to the market after an eight-year lay-off, the rag-topped Golf Cabriolet was launched in the final stages of 2011, a busy year for the brand, who chipped away at the Australian new car market with 11 new model launches.VALUEThe new four-seater Cabriolet carries features that are based on its roofed Comfortline sibling, which carries a $29,490 pricetag. The starting price of a ragtop is $36,990 for the six-speed manual, but the test car's ask rose by $2500 as it was equipped with the seven-speed DSG twin-clutch automated manual.Standard fare with either gearbox includes 17in alloy wheels, Bluetooth phone and audio link, cruise control, a leather-wrapped steering wheel with audio and trip computer controls, a six-speaker audio system (with USB and audio inputs) and dual-zone climate control.The test cars was also fitted with the optional satnav/upgraded sound system ($3000), $3300 worth of "cool" leather trim, bi-xenon headlights and LED "auto mascara" running lights for $2100 and $500 worth of metallic paint. One option that is a worthwhile addition to the features list is front and rear parking sensors and a rear camera - given the rearward visibility, $1400 well spent.TECHNOLOGYTop of the highlights package is the 1.4-litre twin-charged engine - the little engine that thinks it's a big `un. The turbocharged and supercharged four-cylinder offers 118kW and 240Nm between 1500 and 4000rpm (a knobbled variation of the Polo GTI's 132kW/250Nm powerplant) to drag the 1443kg ragtop around.The seven-speed DSG is smooth and makes the most of the outputs, changing smoothly once up and running - away from standstill it's a little tardy sometimes and Sport mode (which is quite aggressive) is a better option for take-off.The extra weight comes from the diagonal braces and extra strength in the sills to offset the lack of a roof - it all makes the convertible about 150kg heavier than the equivalent Comfortline hatch. The electric roof is a nine-second wonder and folds in on itself, which means it is it's own tonneau cover and can be kicked into operation at speeds of up to 30km/h.DESIGNThe car once carried the nickname "strawberry basket" - those wacky Germans - but the roll-bar has gone, so they'll have to put their thinking caps back on for this one. The nose is all Golf, although the windscreen rake has been pushed back a little.The car has a clean, conservative look, with frameless glass and an abrupt rear end, within which is a small 250-litre boot that thankfully doesn't get further reduced by a stowed roof. The four-seat cockpit is snug but well-laid out, the seats are comfortable (although not overly abundant with lateral support) - two average-sized adults and a couple of tween kids will be accommodated well enough, but four bigger full-growns might be in strife.SAFETYThe ragtop has done nothing to detract from the safety side - the NCAP boffins have seen fit to bestow a five-star safety-rating for the Golf Cabrio, which has five airbags (dual front, front-side and a driver's knee bag), an auto-dimming rear-vision mirror, automatic wipers and headlights.There's also stability and traction control, anti-lock brakes with brakeforce distribution and emergency assist, as well as a pop-up rollhoop safety system that comes from behind the rear head restraints.DRIVEThe soft-top Golf is no sportscar, let's get that said - it's reasonably swift, accomplished in the corners and a decent drive in the day-to-day drudgery of commuting, but don't call it a sportscar. The body structure has not suffered greatly for the roof removal and feels rigid enough, there are still a few small jitters on bad bumps but nothing untoward.Ride comfort is decent and even though the company calls it "sports suspension" the Cabrio is no chance of cannibalising sales from the GTI and R brigade on the company's pricelist. Any press-ahead driving means the smooth 1.4 twin-charger (a cracker little engine) is working hard thanks to podgy waistline.Open-road cruising at the limit was more pleasant, with the occupants' hairstyles not requiring a re-do at at the salon (a carpark where this car is likely to pop up). There were disappointments - the dual-zone climate control was in several minds as to what it wanted to achieve, with an awful lot of fan noise achieving little more than an asthmatic smoker's exhale.None of the vents seemed to be delivering much and then the auto mode would send a rush through the dash vents, then remove it a short time later - the local dealer was looking into it. The roof lining insulation felt a little thin - odd summer weather hasn't sent the mercury much past 30 degrees but the sun was punching heat through the cabrio's roof without much resistance.VERDICTFor a poser or a cruiser, the Golf Cabrio does it smoothly, quietly and with no shortage of cabin comfort (climate control issues aside), but the German soft-top won't be pinching sales from the hotties within striking distance of its pricetag. But shoppers in the market for an Eos (who like keeping bootspace), or the Cabrio's kissing-cousin Audi A3 will need to stop and think if they need to spend the extra cash.VW GOLF CABRIOLET TSI DSGPrice: from $39,490Resale: 54 per cent (Glass's Guide)Warranty: 3 years/unlimited kmService: 12 months/15,000kmSafety: 5-star Euro NCAP, ABS, BA, stability and traction control, hill start assistEngine: 1.4-litre 4-cylinder supercharged and turbocharged petrol, 118kW/240NmTransmission: 7-speed DSG automated manual; front-wheel driveDimensions: 4337mm (L), 1423mm (H), 1782mm (W) weight 1443kg Thirst: 6.5L/100km, on test , 153g/km CO2, tank 55L

There's always a bit left over when you divide six by four. For BMW's Z4 20i what's left is a lighter, nimbler roadster that uses 20 per cent less fuel than its six-cylinder predecessor. It still hammers harder than a nailgun and its pose value is up there with Miranda Kerr in a Victoria's Secret outfit.The Beatles reckoned money can't buy you love. Z4 buyers will disagree. Owners will adore it and others will lust after it, so the $77,000 starting price is pretty much irrelevant.That cash buys a 135kW/270Nm direct-injection turbocharged four-cylinder that is a better engine in every aspect than the in-line six-cylinder it replaces. It is housed in a hardtop roadster that spins heads as quickly as the twin-scroll turbo spools up. Spend another $12,500 and the same engine is fettled to produce 180kW/350Nm in the Z4 sDrive 28i.Brake energy regeneration is standard on most European cars these days - it recharges the high-output battery and lets it deal with the on-demand ancillary systems rather than have them suck power and petrol from the engine. It is the engine that does the job, though.A decent run in the base Z4 saw it use just 8.0 litres/100km. Sporty cars - the 20i hits 100km/h from rest in 6.9 seconds - aren't meant to be that efficient, especially not when they're being pushed. Push the button to drop the top and cruise and the fuel figure will fall accordingly.The original Z3 was derided for its soft looks. The same can't be said for the Z4. It's a classic roadster style with a bonnet you can land a small plane on arching up to a curved roof and stumpy tail. BMW says there's 180 litres of space in the boot, but you'll be buying bags from Ikea to fit - flat-pack is the name of the game.A smarter option is to lift the plastic cowl in the rear and not drop the top until you reach your destination. That then gives 310 litres of much more practical space. Put the bags in your room and then you can go topless.The expected safety systems are all there ... and then there's the options list for those who want the best of everything. That runs from adaptive headlights with a high-beam assist that automatically dims the light for approaching vehicles to adaptive cruise control, parking sensors and emergency phone calls.The basic structure is a five-star vehicle - the roof is effectively a rollover hoop and there are pop-up bars behind the seats if things go pear-shaped with the lid down, while four airbags cushion the blow.City running in the Z4 shows a lot of work has gone into keeping the interior quiet. There's a mild mechanical turbine whine from standstill but it is all pretty muted until you stand on the go-pedal. Then it snarls and gets down to business. The manual gearbox is notchier than most Beemers but the throw is precise.Given how good the eight-speed auto is, though, I'd seriously consider spending another $3500 to have it. Blaspemy? Not in this day of computerised nano-second gearchanges and steering wheel paddle-shifts. The button next to the gearshift has Comfort, Sport and Sport+ settings for the suspension, steering, throttle response etc.Keep away from Sport+ - it loosens the stability control and makes the rear end twitchier than a bridgroom on the wedding day, despite the claimed 52/48 weight distribution. Sport is the sweet spot for the Z4 and coupled with the spot-on steering makes this an engaging drive rather than a too-entertaining one.

Summer means top-down motoring. For those who can afford it, that in turn means the Mercedes-Benz E-Class cabriolet. It's the trendy way to shop in the trendy streets and a stylish item in its own right.And in the E-Class, even Melbourne's fickle summer weather can be tolerated with the soft-top down. Unlike the SLK, it can also cope with four adults in comfort.Audi and BMW are both switched on to the whole topless thing. They just don't fight in exactly the same space as the mid-sized Merc. BMW jumps from the smaller 3 Series drop-tops to the to-die-for 6 Series that is almost $90,000 dearer.Audi comes closer with the A5 cabrio - and it has all-wheel-drive reassurance - but it doesn't have the style of the three-pointed-star. And that's like having the body without the tan. The base Merc is still loaded with a seven-inch colour display, 6Gb hard drive for storing music, 17-inch alloys and leather seats front and back.It is hard to argue with a car that feels this solid but is powered by a 1.8-litre engine and still manages a sub-8 second sprint to 100km/h. It's like arguing with your younger sibling when they know martial arts ... not advisable.  The Merc has bi-xenon headlights with adaptive lighting and memory front seats for those rare occasions when you let someone else behind the wheel.The Mercedes is well-proportioned with the soft top up. Drop it and it makes me look good. That's because people tend to look at the angular lines of the car and ignore the obviously pretentious middle-aged bloke behind the wheel. The interior is smart but not spectacular. It is more refined than the outside but still exudes more class than I'd otherwise be capable of.A body shell that's tougher than your primary school vice-principal is matched with enough software to save a lemming from the cliff face and nine airbags for those that accidentally get pushed off. No surprise then that it earns five stars. Do something insane enough to roll the car and the hoop-bars will punch up behind the rear seats to protect the back seat passengers, who did nothing wrong in the first place.Pop the windows down on the E250 and the coiffed hairdo may get a natural touch-up. Leave them up, though, and there's little to critisize about the way it runs. We're not talking sports car performance here but cabrio owners shouldn't delude themselves they can take on a C63 AMG.We are talking style and there's not much to argue with here. The Merc copes with speed humps and stares with equal aplomb and this is a boulevard cruiser that few this side of a Maserati can match.