Convertible Reviews

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.

It's a 911. That's all anyone really needs to know about the latest newcomer in the Porsche family. The shape is traditional, the approach is traditional, and the result is tradition.But the latest car to carry one of the best-known badges in motoring is much, much more than just a backward-looking, inwards-focussed 911. It's only the third all-new car since the 911 hit the road in 1963 and that means the familiar shape is wrapped around a high-tech 21st century package that makes driving easier, greener and more relaxed - yet still just as much fun.Perhaps - just perhaps - the car is not as rewarding or challenging to drive, but there is plenty to come - the GT3 road racer and GT2 turbo beastie - for people who want and need more than just a great sports car to satisfy them.We will only know the answer when we get the 911 home and onto familiar roads, but right now I think the changes have resulted in a 911 that is right for its time and buyers. A Lamborghini Gallardo looks wilder, and a Ferrari 458 Italia is plain wonderful, but there is nothing in the 911s price class that runs even close to the German star.VALUEThere is more to see and touch and feel in the new 911, as well as more performance, but it's still a costly car with prices from $229,900 for the Carrera or $263,100 for a Carrera S with the a 3.8- litre engine.For now, the extra value comes in everything from a new and lighter body - which helps economy - to a cabin with noticeably more space and a dashboard that's been morphed from the luxury Panamera. The end result is a car that's got so many detail changes it's impossible to cover them here. "We've done a lot. Emotions, performance, comfort," says Michael Winkler, chief of Porsche Cars Australia.Of course, there are all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown called cognac, for people who have extra to spend.TECHNOLOGYPorsche has managed to make the new 911 lighter despite a basic body that's heavier, thanks to work on every area of the car including more aluminium. The wheelbase is up by 10 centimetres, a help in the cabin and also for a future hybrid system, the front track is wider and there is (controversial) electric power steering.Engine outputs are up 257 kiloWatts/390 Newton-metres for the downsized 3.4-litre flat six in the Carrera and 294/440 for the 3.8 in the Carrera S, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h. Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also a new seven-speed manual gearbox - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic. And there is a stop- start system to save fuel and cut emissions.DESIGNThe basic shape is the same but the new 911 is different in almost every detail. "It is possible to modernise an Icon," says Porsche boss, Matthias Muller. So the headlamps are still roundish, the side windows are much the same shape as always, and the curvy body is wrapped around the wider front end and over the rear-mounted engine. But the body is lowered and stretched out, and the rear-view mirrors are now mounted on the doors.Inside, the dials are much the same as always - with the tachometer sitting front-and-centre - but the minor switches are trendy modern from the Panamera and there is even a park-brake button. The materials inside are the same as always, with lots of leather, and Porsche's switch to paddles for the PDK double-clutch gearbox is reflected in chunky metal levers. But there is also a new 12 centimetre colour display screen and three plug-in power sockets. So the melody is the same, even if the words have changed.SAFETYThe new 911 will be a five-star car for safety, although we're not expecting anyone to kill one against an NCAP wall any time soon.There are front-side-head airbags, ABS brakes, stability control and even a new torque-vectoring differential to make cornering safer and easier. The real proof comes in little things, like the big bins in the doors that have been sacrificed to provide more side-impact protection.DRIVINGWheel time is the only thing that really matters to 911 fans and the new car is great. It sprints well, it corners very well, and it gives the sort of feedback you expect - and need - from a 911. But, and this is a big difference, it's more refined with less road noise and none of the steering kickback of earlier cars.The pitchy, bouncing ride and steering fight through corners was something that always made 911s a challenge to drive. Some people will think it's sad that it's gone, but it means you can really tackle a testing road without fear.There is more space in the front seats, too, although I'm not a fan of the latest steering wheel designs or a multi-adjustable driver's seat that I could not get low enough in a couple of evaluation cars. But that's all minor stuff, just like the need to really think about changes in the seven-speed manual gearbox.It's sprung towards the 3-4 plane and that means coming out of the cruising top gear - 2000 revs at 100km/h - down to fifth takes concentration. The latest PDK gearbox is great, with swift shifts and a gear for every occasion. It's also great to be able to left-foot brake into a corner - something that previously killed the engine as part of a Volkswagen safety system - and then select the right gear almost at the apex.Braking is great, the ride is good, and the new dash is simpler and easier to use - like the one-touch buttons for the sports settings and the dial that records G-loading in corners and under brakes.The Porsche people have done everything they can to ensure the new 911 is headed for greatness. It is still a brilliant driver's car, but it's also now easier to access the performance and it's more relaxing for touring work. In short, the new 911 is a winner.VERDICTThe new 911 is a brilliant update of a timeless classic. It ticks all the right boxes.RATING

THE all-new Porsche 911 is everything you expect, then more. Actually, it can also be less if you just want to doze along the freeway in seventh - yes, seventh - gear in the latest manual transmission with the engine turning at just 2000 revs.But it's still a sports car to dream about, to tussle and tease along a twisty road, and one of the rare cars to make a memorable entry at your favourite haunt.The new 911 - Porsche people will call it the 991 - is only the third totally new model since the badge hit the road in 1963, and the German sports car maker has gone all-out to ensure it's a landmark.Spending? No-one will say, but it's unlikely there was any change from $800 million.It's just as fast as always, but bigger, more refined, and with the quirkiness of previous generations either removed entirely or damped down almost to Camry levels. And there is lots of efficiency, headlined by better fuel economy and a smaller 3.4-litre engine in the Carrera starter.PRICINGThe first of the new 911s will reach Australia in March, priced from $229,900 for the Carrera or $263,100 for a Carrera S with the larger 3.8-litre engine. The new coupes will be followed quickly by the cabrio - look for pictures on Carsguide next week - and eventually the hero cars including the GT3 track monster and the Turbo in 2013.TECHNOLOGYFor now, work on the 911 is concentrated on a new and lighter body, a cabin with noticeably more space and a dashboard that's been morphed from from the Panamera, with everything from a wider front track and a stretched wheelbase to controversial electric power steering.Engine outputs are 257 kiloWatts/390 Newton-metres for the 3.4 and 294/440 for the 3.8, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h in the S.Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also the seven-speed manual - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic.Other details run from standard wheel sizes up from 19 and 10 inches, with all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown - called cognac.But it's still a 911, from the body shape to the feedback at the wheel.DRIVINGThe first and most-obvious improvement for anyone who has driven any previous 911 is the elimination of the pitchy, jouncy ride that has always had the front wheels pattering and drumming to any changes in road surface. The improvement is partly in the front suspension, partly in a steering system that eliminates unwanted distractions.The car is also noticeably quieter and there is more room for both of the people in the front. The back? It's not something to test, unless you're younger than five.The performance is as strong as the recent 911s, perhaps a touch better but it's hard to know in the real world, and it still has the mid-range punch and throaty exhaust note that makes the car special.Braking is great, the ride is good, and the new dashboard is simpler to use, although the electronic park brake is hidden below the dash.For me, the multi-adjustable electric seats in the Carrera S are set too high, and the fake-ceramic steering wheel looks a bit cheap. And it's easy to get lost in the new seven-speed manual gearbox, which is also sprung towards the 3-4 plane and means you have to concentrate to go from seven to five.The PDK gearbox is great and my choice now Porsche has paddles, and the sound systems punch.My complaints are mostly very minor stuff and that's no surprise on any 911, and especially not on a ground-up rework.The Porsche people have done everything they can to ensure the car is headed for greatness.They even laid more than two kilometres of smooth new bitumen road at a California airfield to ensure the car would make the best possible impression on the world's motoring press ...VERDICTHow good is the new 911? Very, very good. How good? Ok, I want one.RATING

Nestled amongst a rash of sporty Mercs is a sweet, soft-top stunner called the the Mercedes-Benz E500 cabriolet. While it's no match for an AMG63 Benz the E500 has enough get up and go to put you behind bars pronto. It's an in-betweenie splitting the SLK two seat roadster and the SL sports coupe.VALUEBuilt on a modified Merc' C-Class platform, the E500 cabrio's striking looks are accentuated by an arcing black soft top that gives it a mean, low-rider profile - totally in keeping with the sculpted lines of the sheetmetal. It costs a pretty penny at $186,950 but you get a whole lot of car for the ask and one that easily carries four adults in luxury - and some luggage as a bonus.TECHNOLOGYBetter still, you can retract the roof in the evening and enjoy the stars wafting along to the beat of the rumbling 5.5-litre, naturally aspirated, petrol V8 under the bonnet. Push the 'sport' button and everything changes as the E500 cabrio becomes something of a snarling beast with firm suspension, aggressive gear selection, quick steering and a more urgent voice from under the bonnet. That big V8 is good for a lazy 286kW/530Nm output - enough to push the weighty E500 cab' from 0-100kmh in under 6.0 seconds.EQUIPMENTThe test car was equipped with the AMG sports package that brings steering wheel gear change paddles, sports alloys with big tyres, multi-coloured nappa leather seats and other goodies like drilled front discs and an AMG aero body kit.Precious little is left off the luxe-list with standard fare including high-end satnav, a Harman Kardon audio system with music register, Bluetooth phone and multi-media connectivity. Also fitted is a range of practical stuff like hill start assist, voice ancillary control and 'Distronic' cruise control to keep you well spaced from other cars.The drive car featured two peripheral warning systems, one for cars coming up on each side and one for cars in front. It promotes good driving. Nothing is left off the safety inventory either; seven air bags, reverse camera, stability control and roll over protection featuring prominently.DRIVINGWe had a good crack at the E500 cab' enjoying the experience immensely especially in the early evening mid-summer with the roof down. You can (electrically) drop the top at speeds up to 40kmh. Even when it becomes cooler, the 'Airscarf' blows warm air onto your neck from under the headrests.As you'd expect, the cab' has strong performance but sips frugally considering the size of the engine and the performance potential. We achieved 11.5-litres/100km without paying much attention to economy.The seven-speed auto seamlessly selects gears and aids economy. With the advent of new V8s from Mercedes-Benz, one wonders how long this gorgeous thing will be available in this spec'. As a slick cruiser, it will be hard to better because the E500 cab' is a  right size, stunningly styled, impressive performing drop-top.Mercedes-Benz E-Class Cabriolet - E500Price: $186,950Engine: Petrol 8-cylinder, 285kW/530NmTransmission: 7-speed automatic, rear-wheel driveEconomy: 11l/100km, premium unleaded/95 RON.

WE turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering - would you buy one?This is the new generation Mercedes-Benz SLK roadster, the 3.5-litre petrol model, one from the top when the AMG version arrives next year.A competitive $118,900 ... with a hefty tax component.Porsche's Boxster 3.4S (cost a lot more), BMW's long nose Z4 35is, Audi's TTS Roadster (a lot less).Runs a sweet sounding, naturally aspirated, smooth as silk, 3.5-litre, V6 petrol engine with direct injection driving the rear wheels through a slick seven speed automatic, with paddle shift and multi-modes.Like a rocket, good for a 5.6 second 0-100kmh sprint and offers stupendous performance across a wide engine speed range. Best in M  (manual) mode if you want the full sporty experience. Handles like you'd expect - sharp as a tack, fast responses.Pretty good at 8.3-litres/100km combined but you'll need premium, of course.Gets a 4.5 rating in the Green Car Guide.Engineered for a five star crash rating.Cabin could be tight for larger types but otherwise - the lap of luxury with plenty of flow down stuff from the SLS model and the multi drive mode system gives you choices in dynamics from comfort through to full-on sporty.Superb, trumpeting exhaust sings a sweet song, quick, composed, razor sharp steering, snappy gear changes in M for manual mode. A real sports car. Love the new Magic Sky Roof  with variable tint or fold it right down for open tp motoring.Right in the middle of the price range of its competitors. Bear in mind there's a hefty Luxury Car Tax imposition on this (and many other) cars.Yep, in red.

It's been eight long years since Volkswagen last offered a Golf with a soft top. The cabrio skipped the previous fifth generation Golf all together, but the wait has been worth it because the new one's a beauty at a red hot price - considering the asking price for the last one was $50,000.CLOTH OR METAL ROOF?It's a four-door with a folding, three-layer cloth roof. Push a button to open the roof. Takes just 9 seconds to open and can be opened up to a speed of 30km/h. Closing takes a slightly longer 11 seconds. The roof has to go somewhere when it is closed and that means a small boot - par for the course with convertibles. You can drop the rear seat for longer loads.WHAT'S UNDER THE BONNET?A 1.4-litre twin charged four cylinder engine that produces 118kW of power and 240Nm of torque from 1500 revs. Our respect for this engine continues to grow and it does an outstanding job of powering the cabrio. You could argue more power is warranted, but in reality this engine is all it needs. There's every likelihood of a diesel and perhaps the 155kW from the GTI will find its way into the car - but they reckon it won't be called a GTI. GTI and R concept versions of the cabrio have already been exhibited overseas.WHAT'S IT GO LIKE?Extremely well given its size and 1400kg weight. In either six-speed manual or seven speed DSG form, performance is strong and sporty. It's difficult to believe an engine this small can produce such satisfying results - but that's technology for you. Body flex is minimal and the thing goes around corners with impressive ease, although the ride can be a little jiggly on secondary roads. The manual change is easy to use and the self-shifting double-clutch box does what it does very well.WHAT ABOUT FUEL ECONOMY?55-litre tank. Takes premium unleaded. The manual is rated at 6.6 while the DSG trims this figure to 6.5 litres/100km. In reality they will use more than this, but not much more if drive steadily. During the launch the manual we drove recorded 9.9 litres/100km while the DSG driven by a colleague delivered 10.3 (we tend to get carried away at times).IS IT SAFE?Gets a full five stars, with five airbags including a driver's knee bag, electronic stability control, anti-lock brakes and two roll bars that pop up in the event of a rollover accident. Not sure how it gets five stars without any protection for the rear passengers?ANYTHING WE DIDN'T LIKE?VW made the decision to equip all cabrios with sports suspension. The result is a car that, driven enthusiastically, hangs on like a cat that doesn't want to go out for the night. BUT the ride is anything but smooth and we predict the largely female buyers that will be attracted to this car would have appreciated a smoother, more comfortable ride instead. Rear legroom is tight, but the majority of people who own these cars tend to drive two-up. A reversing camera should be standard, but it's a $1400 option which also requires the $3000 satellite navigation system. Space saver spare.SO WHAT'S IT COST?The manual is priced from $36,990 while the auto/DSG carries a $2500 premium bringing the price tag to $39,490 - both prices before on road costs. There's only one equipment grade, with cloth upholstery standard, along with cruise control, auto dimming mirror, auto lights and wipers, two-zone temperature controlled airconditioning, Bluetooth for phone and audio plus 6-speaker audio with USB multimedia interface for music players. Also comes with 17 inch alloys with 225/45 rubber and lowered sports suspension as standard.VOLKSWAGEN GOLF CABRIOLET TSIPrice: from $36,990Resale: 54% (approx).Warranty: Three years, unlimited kmService interval: 12 months/15,000kmSafety: Five star ENCAP, ABS, BA, stability and traction control, hill start assistEngines: 1.4-litre 4-cylinder direct-injection supercharged & turbocharged petrol 118kW/240Nm.Transmission: Six speed manual or seven-speed DSG twin-clutch automated; FWDDimensions:  4337mm (l) 1423mm (h) 1782mm (w) weight 1424kg (DSG 1443kg)Thirst: 6.6l/100km, 155g/km, tank 55 litres.COMPETITORSThere aren't any really, not for this price. There's the Renault Megane priced from $45,990, BMW 1 Series from $53,200 or the Peugeot 308CC from $55,490. We're wondering what impact it will have on sales of the larger EOS coupe-convertible, but then again prices for EOS start from $49,990.

The Golf Cabriolet is back after an eight-year absence - Volkswagen's new model onslaught for 2011 is complete. The cloth-topped two-door brings to ten the number of new models introduced by the German car maker, who will finish the year in the top 10 for sales .VALUEThe new Cabrio mirrors the $29,490 Comfortline hatchback for engine and features but is priced from $36,990 for the six-speed manual, or add $2500 for the DSG twin-clutch automated manual.Among the features are 17in alloy wheels, a leather-wrapped steering wheel with audio and trip computer controls, cruise control, Bluetooth phone and audio link (which proved difficult to link with some devices) for the six-speaker sound system and dual-zone climate control.The options list includes satnav (at $3000), leather trim (for $3300), $2100 for bixenon headlights, metallic paint at $500 and an alarm for $600. Parking sensors front and rear, teamed with a camera, can also be added for $1400 once you've ticked the satnav option box.TECHNOLOGYPropulsion for the new Cabrio comes from the 1.4-litre twincharged (turbo and supercharged) 118kW/240Nm direct-injection engine, a de-tuned version of the Polo GTI's 132kW 250Nm engine.The absence of a roof has been offset by diagonal braces at each corner, as well as reinforcing within the side-sills and around the engine bay, which makes it about 150kg heavier than the equivalent Comfortline hatch.The electric cloth top roof folds back onto itself in 9 seconds (in a manner similar to the Mazda MX-5's manual roof) removing the need for a tonneau. VW says the roof - which contributes 52kg to the weight - can be opened or closed at speeds up to 30km/h.DESIGNThe "Strawberry Basket" look of the earlier incarnations has gone, with the absence of the rollbar, but it's nose is familiar. The rear is fairly straight and conventional in its look, with the stumpy rear deck and roof as well as the new look taillights. It's a clean but conservative design that won't startle but it's not a major headturner either. Inside is largely carry-over from the hatch - it's a low-key functional designSAFETYThe five-star rated Golf Cabrio has the full electronic safety system list - anti-lock brakes with brakeforce distribution and emergency assist, stability and traction control. The new Cabrio has lost the rollbar from behind the front occupant's shoulders, but the more steeply-raked windscreen and a pop-up rollover safety system that springs from behind the rear headrestraints takes its place.There are five airbags - dual front, front-side and a driver's knee bag - as well as an auto-dimming rearvision mirror, automatic wipers and headlights.DRIVINGThere's much to like (apart from the smell of roadkill) about dropping the top on a Golf. It feels as though the structure has enough rigidity not prompt judders over nasty bumps and the suspension offers a decent ride comfort.Handling from the "sports" suspension is competent without being set to scare the GTI or R models in the VW range through corners - VW says they have no plans for those badges on the droptop, although a higher-output petrol engine and a turbodiesel is under consideration.The chassis could certainly do with a little more pep - while the 1.4 works hard and delivers in a smooth fashion, the extra weight has blunted the enthusiasm of the spirited little forced-induction four-cylinder. The drivetrain does the job for those more interested in cruising or posing, but if you're in a hurry be prepared to work the gearbox a little more than the norm.Even when shunting the little ragtop along at brisk country road speeds, the wind buffeting in the cabin failed to ruffle longer-haired occupants when all four windows were raised.Taller drivers might be looking to go a little lower with the manually height-adjustable driver's seat, as the top edge of the windscreen is little closer than you'd expect, but reach-and-rake adjustable steering makes a decent driving position achievable.Rear seats will be tweens-and-under, unless the four adults attempting topless transport are well down on height - a short trip in the rear with the roof down could be done without serious discomfort but it's not a long-haul proposition.The rear seat backs fold down to open up the 250 litre boot - which thankfully does not get reduced further by the droptop - which stores a reasonable amount of luggage. The manual transmission does allow the little 1.4 to be stirred up for brisker progress, but the clutch is on the lifeless side and the take-up point is high.The gearbox itself is light and has a useable shift action - it's not super-sharp but it's not vague either - but it's likely most Australian buyers will be paying the extra for the DSG.VERDICT:Smooth, comfortable and not unattractive, the new Golf Cabrio won't take sales from the hot hatch brigade from within it's own family but it might make someone looking at an Eos - which is $51,990 - an Audi A3 petrol, at $50,500, or the BMW 1-Series ragtops think twice. The appeal of better bootspace with the chance to get the roof down.

If you are looking for wind-in-your-hair motoring this summer and you've got your eye on the Mercedes-Benz SLK, keep looking. The two-seat roadster is a classy car on a sunny day but it has been engineered to keep all but a light breeze out of the interior. Hit the go pedal and the new 3.5-litre V6 will still ruffle your feathers, though.VALUEThe two-seat hardtop plays on the same street as the Porsche Boxster, Audi TTRS and BMW Z4. At $118,900 it sits mid-pack in terms of pricing and performance: it can’t match the Boxster’s back road prowess and isn’t as practical as the TT for everyday transport but is the pick of the crop in terms of comfort. The four-cylinder SLK200 is a relative bargain at $82,900, though that's still $6000 over the entry level BMW Z4 20i.DESIGNCloning the look of the SLS AMG gives the SLK presence inside and out. That wide single-bar grille defines the front end and gives an instant expectation that this car will go hard. The dash is dominated by the aircraft-style chrome air vents, giving the cabin an open feel with the roof up or down.  Boot space is 335 litres with the roof up or 225 when it's down, enough for a pair of mid-sized suitcases packed on their sides.TECHNOLOGYSunroofs on convertibles make as much sense as underground solar panels but the SLK350 has two versions, a regular panoramic model and the "Magic Sky control" version. The "magic" system uses crystals embedded in the sunroof that react to an electric current to adjust the amount of light entering the cabin. Here's a tip: fold the roof down. A pair of clear wind deflectors behind the rollover bars can be manually moved to block draughts depending on the angle of the wind. Simple but it works, especially in combination with the Airscrarf vents build into the headrests.SAFETYThe SLK hasn't been officially crash-tested but a five-star rating will be the only acceptable outcome for Benz. An Attention Assist system alerts drivers if the software detects their concentration is waning and the Pre-Safe software automatically pre-tensions seatbelts and closes the windows if it detects a crash is imminent. If you do hit, no less than six airbags will deploy to protect the occupants.DRIVINGThe SLK is a stealth missile. It sidles up to Aussie-built V8s at the lights, whose drivers dismiss it as a hairdressers' car ... right up to the point where the lights go green and the SLK goes feral. The smooth mechanical purr from direct-injection 3.5-litre V6 pitches into a meaty howl as the seven-speed automatic launches from rest to 100km/h in 5.6 seconds. With the top down, you even get to appreciate it (the hardtop does a credible job of muting outside noise). Fuel use is a low 8.3 litres/100km with CO2 emissions at 194g/km. Steering feel is vague at low speed or in a straight line but the response and weight pick up with pace and turn-in angle. The only thing stopping it from being an outrig ht sports car is our roads, with the top down the Merc faithfully transfers the impact from scarred bitumen into the cabin. It still hangs on with the tenacity of a two-year old, but respect for the passenger should see the pace lowered a little off the freeways.VERDICTThe SLK350 doesn't have the poise to match its pace, but it's not designed to. If you need to corner like Michael Schumacher, buy the C63. If you want to look good, be looked at and enjoy a cruise without setting speed records, sit in the SLK.RATINGMERCEDES-BENZ SLK350Price: $118,900Warranty: Three years/100,000kmResale: 53 per cent after three years (Glass's Guide)Safety: Six airbags, Attention Assist, Pre-Safe, stability and traction control, ABS with brake assist and brakeforce distributionEngine: 3.5-litre V6, 225kW/370NmTransmission: Seven-speed automatic, rear-wheel driveEconomy: 8.3 litres/100km, 194g/km CO2.