Convertible Reviews

It is surreal to be driving through the streets of Monaco, home to the insanely rich and beautiful, its roads swarming with exotic cars… and everybody’s looking at me. Okay, its the SLS Roadster that’s turning heads and dropping jaws, not a slightly jetlagged journalist from Australia.The latest drop-top from the AMG magicians at Mercedes-Benz looks like sin, sounds like a road-going thunderstorm, and will have you grinning like a child locked in an ice-cream shop.It’s pointless applying typical value equations to a $500,000 roadster, because cars like the SLS Roadster will never make financial sense. Equally there’s little point comparing it to convertible versions of the Ferrari 458 Italia, Maserati Gran Turismo or Porsche 911 Turbo. Multi-millionaires buy these cars on emotion and desire more-so than pragmatism, and in that regard the SLS is worth every penny. For the power, the sound, the styling, the exclusivity, the sheer hedonism. No car delivers the ‘theatre’ of a supercar better, and it has the performance to match.If you must crunch the numbers, the SLS Roadster has all the luxuries found on the $464,000 Coupe plus a triple-layered folding soft-top that extends or retracts in 11 seconds at speeds up to 50km/h. And that, says Benz, justifies a $40,000 premium over the SLS Coupe.The Roadster is built on the coupe’s lightweight spaceframe chassis which mounts its 6.2-litre V8 low behind the front axle. New doors and additional chassis members front and rear to restore rigidity lost by removing the hardtop roof account for the 40kg weight increase over the 1620kg Coupe.The SLS’s 420kW V8 is one of the best sounding engines on the road today, a free-breathing technical highlight in a world fast succumbing to the efficiencies offered by turbochargers. And it’s matched by a brilliant seven-speed transmission that can change gears itself, or cede total control to you, though it can be a little slow to respond in manual mode.Despite the extra weight and subtle change in roofline and drag, the Roadster matches the Coupe’s 0-100km/h time of 3.9 seconds and 317km/h top speed, not that anyone will reach that in Australia, and its 13.2L/100km fuel consumption figure actually betters the Coupe’s by 0.1L/100km.The roof itself is a triple-layered cloth unit which makes the cabin quieter than most soft-tops when up. It retracts in 11 seconds and can do so at speeds up to 50km/h, giving occupants front-row seats at the mechanical symphony of the decade. Mercedes-Benz says the Roadster and Coupe were designed together from the start, which is why boot space remains relatively unchanged (173litres for the Roadster, 176 for the Coupe) despite stowing a folding roof between boot and occupants.One interesting technology point introduced with the Roadster, and now available on the Coupe, is a race-style telemetry system which can record lap-times and display real-time G-forces and pedal pressure, among other things. The AMG Performance system comes pre-loaded with many of the world’s most famous race tracks so owners can record their laps for later analysis. The system, which is an extra-cost option on Coupe and Roadster, is fundamentally similar to that fitted standard to HSV models, though Benz’s execution and graphics are superior.Some convertibles based on coupes look ungainly or ill-proportioned. Not the SLS Roadster. Roof up or roof down, it looks natural, cohesive and oh so sexy. The SLS Roadster’s sleek silhouette builds on the Coupe’s head-turning road presence, looking not unlike those sleek speedboats of the 50s and 60s most often seen on the emerald waters of the mediterranean.This is not a car for shrinking violets or conservative types. This is a 1950s roadster with modern muscle and rippling road presence. The interior strikes a beautiful balance between luxury and the overt sportiness of the exterior. It’s the perfect place from which to shred a mountain pass or cruise an sea-side boulevard.Don’t hold your breath for independent crash testing of the SLS in either coupe or roadster form. No independent lab would buy one when the same money would crash test a dozen popular models. Mercedes-Benz says internal testing confirms the SLS’s five-star safety rating, so we’ll have to take their word for it.Crash avoidance plays a big part in the SLS Roadster’s armoury. It has all the major electronic assistance systems, such as ESC and Brake Assist. The windscreen header rail is stronger and there’s a fixed roll-over protection system built into the seats to protect occupants if the car flips during a crash.The SLS Roadster may cost close to half a million dollars, but it’s a surefire way to unleash the child inside you. Just sliding deep into its sports seats and thumbing the starter button gets me giggling like I did watching saturday morning cartoons before the parents got up. Every city laneway flanked by tall buildings is a chance to blip the throttle and hear that thundering, crackling engine come bouncing back into your ears. Every tunnel means dropping the roof and revving the engine so it can deafen me like the speaker stack at an AC/DC concert.In fact, you’ll seldom have the roof up — or the radio on — because the SLS’s sonorous voice is heaven to a rev-head’s ears. Screaming as it accelerates, popping and crackling like a rally car as it slows, and when the super-smart 7-speed transmission changes gears you’d swear 12-foot flames just toasted the car behind.Even better, you can do all this without exceeding the speed limit. But, should a race track be available, the SLS’s stratospheric performance will have you laughing maniacally, and not a little fearfully, as it charges the horizon like an enraged bull elephant. Make no mistake, this is not a superficial supercar, it has the ballistic ability to match its muscular looks.Perhaps the biggest trick AMG pulled with the SLS — both Coupe and Roadster — is how incredibly nimble and responsive they are. Both combine stability and poise with rapid response of a big cat on the prowl. The SLS is far more than just a boulevarde bruiser; it is a true supercar. And the ability to drop the roof takes it one adrenaline-pumping step further.

VW has just updated the EOS giving it a slicker, edgier appearance. The update builds on and expands upon the first model launched here for the first time in 2007. The new more aggressive look should curry favour with blokes, because they weren't very enamoured with the original which was a bit of a chick's car. Sales have fallen markedly since the model's introduction.VALUEEOS 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.TECHNOLOGYBuyers can chose between a 2.0-litre turbo diesel or 2.0-litre turbocharged petrol engine. The 155kW/280Nm turbocharged engine is a lift from the GTI, while the 103kW/320Nm 2.0-litre turbo diesel has seen service in many models. Both are paired with a six-speed DSG style transmission.As a convertible it exhibits a small amount of body flex, even with the roof up - but that's the price you pay. The folding metal roof takes 25 seconds to deploy, offering the benefits of a convertible with the security of a coupe. The security aspect will appeal to female buyers.DESIGNCosmetic 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.Think Golf.SAFETYOnly four stars. EOS is equipped with an extensive list of safety features including stability control, anti-lock brakes with brake assist, an electronic differential lock for better traction as well as front and side head airbags - but rear passengers miss out. It also has an active rollover protection system.DRIVINGDriving the coupe-cabriolet is just like driving a Golf, at least with the roof up. With the top down however it's difficult to ignore that feeling of wind in your hair (for those who have hair).We prefer the petrol model, but there's nothing wrong with the diesel. It offers strong mid-range performance and of course superior fuel economy. The transmission has sport mode or you can change gears manually via the shift lever, but it doesn't have shift paddles. The diesel is rated at 5.9 litres/100km for fuel economy, but we were getting 7.0 over close to 400km.VERDICTThe thing I don't like about this car is that it's just too good. They need to build in a few flaws just to give the EOS some character.

As controversial as it might sound, we reckon chopping off the Mercedes SLS AMG "Gullwing’’ roof actually improves its looks. Compare the new soft top roadster alongside the Gullwing and you’ll see what we mean. The roadster looks lithe, muscular - a real handsome customer while the Gullwing looks, well, portly.And we are not the only ones who think so given the amount of attention the new SLS roadster garnered at its international launch last week in the South of France. It caused a minor sensation in a region where there are more Ferraris, Lambos and Porsches per square kilometre than anywhere else  "in the world’’ to paraphrase one J Clarkson.Snobby punters from the Riviera actually ran out in front of our red drive car with their phone cameras flashing. "Poor Aussie car punters stop traffic outside the Grand Casino in Monaco.’’ How good it that? Thank you SLS roadster.Having put in some quality time behind the wheel of the new SLS roadster, we had a different perspective from those outside, we could actually feel the thing and explore its vast sporty prowess and that monstrous sound – like a "door slammer’’ drag car on the limit. This was all accentuated on the drive by numerous, long, road tunnels that caused the blatting exhaust to reverberate to the point of pain – good pain.We liked it so much we sought-out said tunnels simply for aural appreciation sessions. Is it the best exhaust note around? Well, the new Lexus LFA is pretty bloody good but in a different way. It’s more your electric high speed machine gun while the SLS roadster is your big cannon. Boom, boom, boom and look out for falling rocks.TECHNOLOGYIt’s exactly the same mechanically as the Gullwing which means a naturally aspirated 6.2-litre petrol V8 kicking out a handy 420kW and 650Nm. Given it weighs 1660kg, the power to weight ratio is rather impressive especially when there’s all that lovely torque providing the thrust.The engine is mounted up front but behind the front axle for better balance. It’s a dry sumper to reduce overall size and allow a low bonnet line. The transmission is a seven-speed dual clutch system mounted transaxle style at the rear of the car with power transmission via a lightweight carbon fibre drive shaft.Performance from this set up is fairly brutal with a 0-100kmh sprint passing in around 3.8 seconds with top whack running to 317kmh. Redline is up around the 7500rpm mark. Benz says the SLS roadster is capable of returning 13.2-litres/100km – perhaps if you drove it with an egg under your foot.You can dial up the dual clutch tranny into one of four modes ranging from C for cruise to Sport plus and there’s a race start function as well if you want to straighten your hair. It blips the throttle on down changes to make you look good.DYNAMICSBuilt around an aluminium space frame, the SLS Roadster is a mere 40kg heavier than the Gullwing and is rock solid roof up or down. Aluminium double wishbone suspension structures are used at all four corners together with a choice of wheels sized 19 inch front and 20-inch rear. Ride is selectable between Comfort, Sport and Sport Plus. All have cause for existence in the SLS because you don’t necessarily want to be in race mode when cruising along the boulevarde.The test car had optional carbon ceramic brakes with six piston front calipers that should be standard on the car but cost an extra 30 grand. They deliver impeccable stopping power without fade – and we tried hard on the sinuous Col de Brouis road up into the Italian Alps.It has super handling characteristics driven in a sporty manner offering extremely high grip levels, fine steering control and those brakes. All this is aided and abetted by the width of the thing – it’s really wide and has suitable wide rubber to match. Heck we even drove the SLS roadster in cruise mode and that was fun too – comfy, smooth, composed.FEATURESSLS roadster is jammed with all manner of goodies from the Benz inventory – Command this, Active that, Integrated the other – what you’d expect in a car that will hover around the half million dollar mark when it arrives soon.Buyers have a wide selection of choices with which to "customise" their SLS roadster right down to the type and colour of upholstery. They are essentially hand made cars – bespoke to use a current (hated) buzzword.There’s a virtual read out meter displaying important information like lap times, power output, lateral forces, linear acceleration and other engine data – just like HSV. And yes, you can download the data onto a USB to take to dinner parties for some chest pounding. You can go on the internet if you have to – in the car, and crank up the audio system to head bending levels.The multi-layer soft top is totally wind and water proof and deploys in 11 seconds up to a speed of 50km/h. The cockpit style dash has everything at your fingertips and large gear change paddles on the wheel.DRIVINGObviously, not too shabby – awesome is more like it. The SLS has a number of brilliant attributes including the engine sound and performance – beyond a legendary "muscle car,"  the way it handles and how it looks. Then you look at the luxury kit and it’s just so opulent there’s too much to mention. You could spend hours in the garage playing with all the features. Many settings are saveable to a default mode so you don’t have to re-set it everything whenever you drive.Few cars will stay with the SLS in performance and handling terms and even fewer have the brutal charm of the beast. It’s bad to the bone – in the nicest possible way. Sprinting through a mountain pass is breathtaking, so is burbling through the city streets like a wild animal ready to pounce – while you luxuriate in the cars prodigious luxury.But the cabin is smallish restricting seat back angle and its low making access a flop rather than anything more graceful. There’s plenty of headroom with the roof on. We could get used to the SLS roadster because it is such an over the top sports car – bigger and better than just about anything else.VERDICTHuge money, huge tax component, huge fun, huge performance. Sexy looks, likes a drink. Yep, we’d have one in a heartbeat.

Four models will wear the SLK badge before the end of the first quarter of 2012. But for now, there's two - the SLK200 and SLK350 - separated by power, features and a wide $36,000 gap.VALUEThis is in the eye of the beholder and yet even the "cheap" SLK200 is well kitted out. Standard is a seven-speed automatic attached to a 1.8-litre turbo-petrol four-cylinder engine. The electric steel roof goes down (and up) in less than 20 seconds, there are 17-inch alloy wheels, iPod/USB friendly audio, heated seats, solar-reflective leather seats and a 147mm colour screen. It's only when you factor in the extras in the SLK350 ($118,900) such as HDD sat-nav, multi-media Comand system, bi-xenon headlights and that big engine that you recognise the reason for the price difference.DESIGNThe SLK is basically the previous model with some heavy styling changes to the nose. It picks up the SLS design for the grille and the aluminium bonnet. From behind it looks a lot wider than the outgoing model, yet appearances deceive because the difference is only 33mm.The single-bar grille looks more masculine - an image Mercedes admits was the aim, yet was coy about putting that in words - and the use of LED running lights literally sparkles up the front. The cabin also takes hints from the SLS - big, round air vents, for example - and while it looks good straight out of the box, looks a whole lot better with the optional AMG kit.TECHNOLOGYThe supercharger in the Kompressor models of the previous SLK has been given the flick. Now it's a turbocharger doing all the blowing. And the whole car is better for it, particularly the reduction in engine noise. The Magic Sky roof - which changes from clear to heavily tinted at the switch of a button - is a $4550 option. Perhaps it's worth it for cities with extreme climates.The Airscarf, which blows warm air on your neck, gets approval for its value, as does the flip-out acrylic panels behind the head restraints that dramatically reduce cabin turbulence. The seven-speed auto - there's no manual unless you make a specific order - is an important inclusion . Same applies to the AMG package option which is $5900 for the SLK200 and $3200 for the SLK350.SAFETYFive star crash rating, six airbags (including a proper head-protecting curtain bag that rises from the top of the door) and all the best electronic aids for the chassis and brakes are standard Mercedes fare.DRIVINGThe package of a front engined, rear driven two seater pretty much indicates how the car will drive. The SLK and BMW Z4, for example, are similarly balanced. But the detail splits them apart. The SLK200 impresses with its strong little engine and impressive power spread from around 3000rpm to 6500rpm. The seven cogs in the auto play a big part in getting the best from the engine, but it won't disguise engine noise - which can get raspy despite a special acoustic box that introduces a more dramatic sound into the cabin.Ride and handling are designed for smooth roads - something lacking on the test route around Ballarat - so rutted bitumen really shakes the body (YOUR  body). Roof down in the SLK200 without the deflector is too breezy to hold a conversation. Steering is very good and, road surface dependent, the little car hangs on really well through fast corners. But though there's a huge financial yawn between the SLK200 and the SLK350, the later is a completely different car. It's fast, sounds like a sports car, has wind deflectors that allow comfortable roof-down touring and has a (slightly) better ride. Slightly, probably because of the weightier V6 eng ine up front.VERDICTAn improvement on the outgoing model but still a specialised purchase which puts it in the same league as the Porsche Boxster and BMW Z4. But its powertrain offering - four cylinder, V6 and from early 2012, a 5.5-litre normally-aspirated V8 - widens its market and creates a convertible for nearly all needs.MERCEDES-BENZ SLKPrice: $82,900 (SLK200), $118,900 (SLK350)Warranty: 3-years/100,00km, roadside assistResale: 56% (est.)Service interval: 15,000km/12 monthsSafety: 5-starEngine: (SLK350) 3.5-litre V6, 225kW/370NmBody: 2-door 2-seat convertibleWeight: 1540kgTransmission: 7-speed auto, rear driveThirst: 8.3L/100km, 95 RON, CO2 194g/km"Family nose is only part of the evolution of this desirable roadster"

A bunch of scruffy blokes once told me the Mercedes-Benz SLK was a 'hairdressers' car'. From the look of them, none had been near a hairdresser in years, of course. And none of them have been near the new SLK, or they'd be changing their views.Metal roof up or down, this is a great little two-seater, and a sheer joy to get around in.The entry-level price of $82,900 gets you into the SLK200, with a 135kW/270Nm 1.8-litre turbo-petrol four-cylinder engine mated to a seven-speed automatic, with fuel economy of 6.9L/100km. Base spec includes heated seats with sun-reflective leather, brushed aluminium trim, 147mm colour nav/info screen and 17-in alloy wheels.Of course it gets a five-star crash rating, with an arsenal of safety equipment including door-head airbags among the six on board, acceleration skid control and the Pre-Safe system that preps the car if it's in danger of crashing.The $118,900 SLK350 tested here has a 225kW/370Nm 3.5-litre V6 also with the seven-speed auto and fuel economy of 8.3L/100km. Sure, the more powerful engine adds some extra dollars, but the $36,000 price difference also bridges you to Merc's multimedia Comand entertainment/info/comms system, HDD satnav, internet browser, intelligent bi-xenon headlights, LED daytime running lights, neck-level heating, electronic memory packages for both seats, ambient lighting and 18-in wheels.The new SLK has been heavily restyled around the nose, and picks up some extra jewelry to dress up the new face and interior. If there's not enough bling for your personal taste, the AMG accessories shelves will help you out.You sit deep in the car, with the cockpit wrapped around you, and there's plenty of luxe to enjoy.The body has a distinct wedge shape, and the high-ish bootline at least allows for a reasonable luggage capacity for a roadster. Opening the roof – a 20-second job -- cuts the 335 boot capacity down to 225 litres, but that's still enough to fit a suitcase.Right from the first tap of the accelerator, the SLK350's V8 opens its throat and promises great things. And it lives up to that promise with prompt throttle response, sharply honed and weighted steering, and the unbeatable combination of a big engine in a little car.It corners brilliantly, rides smoothly and only tends to get upset when you hit rough bitumen. Patchy surfaces give it a touch of the jitters and the noise intrudes on what is otherwise a fairly quiet cabin – even with the roof down, the deflectors keep wind rush under reasonable control.You'll need that, because it's dangerously easy to get the SLK350 up to – and well beyond – legal speed limits.Hairdressers' car? You'll be lucky to find a hairdresser that can ever get your 'do' back in place if you've been out in the SLK350 with the top down. Step this way: two chairs, no waiting.

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is one question that really needs answering: would you buy one?What is it?This is Volkswagen's style-meister small coupe cabriolet complete this time around with a sunroof in the retractable hard top. Pretty clever stuff. It's version two of Eos with the new corporate VW style to front and rear and is arguably an even more handsome beast than the original model. Our drive car this time around is the 155kW 2.0 TSi turbo petrol model.How much?$51990 plus depending on what you specify. Satnav adds a hefty $2500 and the sports pack is $2600, but gauged against the direct competition, Eos is still an attractive proposition especially with the more powerful engine and six speed DSG manumatic as standard equipment.What are the competitors?You are looking at the stylistically challenged Peugeot 308CC, Renault's forgettable Megane Cabrio, possibly the Volvo C70.What's under the bonnet?This one gets the same underpinnings as the current Golf GTi, one of our favourites. It means a turbo petrol four pot with direct injection and a healthy 155kW/280Nm output. A lovely engine to drive - strong, sounds great and even has an exhaust "pop" on the upchange to please you ears.How does it go?Extremely well, not race car quick but sporty and satisfying. You don't need any more go than this in the real world. Strong off the mark and throughout the engine rev range. Accentuated by excellent six speed DSG but no wheel paddles to play with, just the stick shift in "S" mode.Is it economical?Impressive here too capable of returning 7.7-litres/100km in mixed driving, better again on a highway cruise.Is it 'Green?'Good - rated at four stars by the Australian Government's green car guide.Is it safe?First model was a four star car but this one has more safety stuff and would rate higher.Is it comfortable?Good, has leather as standard four seats plenty of luxury kit, dual climate control, Bluetooth phone and audio, rain sensing wipers auto headlights. Has an excellent audio, no electric seats though - they're optional. Roomy interior with the roof on, quickly retractable roof, decent boot even with roof off.What's it like to drive?A lot like the Golf GTi but not as sharp because it's heavier with a less sporty calibration. Fun to punt through the twisties though.Is it value for money?Pretty good compared with the competition. More features sweetens the deal this time around at $51,990.Would we buy one?We'd definitely consider the Eos but would wait and see what the new Golf cabrio soft top is like and how much it is first.

Maserati has perfected the art of applying subtle changes to existing models to create new  variants to appeal to new buyers. Basically, it’s like a woman having a series of hairdos designed to subtly alter her appearance and expand her list of suitors.But in the case of the GranCabrio Sport, the tweaking has made an attractive convertible into one with more appealing driving characteristics.VALUEThe GranCabrio Sport is expected in Australia in December and, based on currency predictions, will land here for less than $350,000. That’s a premium of about $20,000 on the existing - and ongoing - GranCabrio. What do you get? Well there’s a more sporty line of body gear - stuff like a front splitter, side sills, black grille and headlights surrounds and 20-inch wheels - but the better value is in the slightly more powerful engine, firmer suspension and an enhancement to the world’s best exhaust note. The modest changes to the body sharpen up its street cred and the engine note is certainly head spinning. But is this all worth the extra dosh? Maybe not.DESIGNSame as the existing GranCabrio but with the additions as mentioned above. This is Maserati honing the model and in its creation of a new, high-priced variant of the convertible, may be seen as gilding the lily. It seats four people - yes, adults in the back for short trips - and the ride comfort is very good for a car that has been worked over in the suspension department. It’s as quiet and comfortable with the electrically-operated fabric roof up or down. The boot is small and in the test car, was practically full just with the addition of the fold-out wind deflector. Cabin treatment is excellent, falling over only by the placement of some switches behind the steering wheel where they are invisible to the driver, and a sat-nav system that isn’t up to Japanese standards.TECHNOLOGYMaserati make song and dance out of the extra 10kW (that’s not a misprint - it’s a weeny 10 kilowatts) and additional 20Nm. More important is the friction-reduction campaign that has reduced fuel consumption and emissions by 6 per cent to 14.5 l/100km and 337g/km CO2. The end result is 331kW/510Nm for a 0-100km/h time of 5.2 seconds. That’s a mere 0.1 second faster than the 323kW/490Nm standard version. The ZF box gets longer steering wheel paddle shifters made of carbon fibre - which is dotted around the car as a trim material - and the box changes gears twice as fast as the existing model and blips on downshifts while manual mode will allow the engine to run to the rev limiter. Suspension springs are 15 per cent stiffer and there’s ben modifications to the dampers. The brake rotors are ventilated, drilled and slotted to minimise fade.SAFETYMaserati cars, like most exotic cars, aren’t flung into concrete barriers to come up with a crash rating. It’s understood they’re pretty safe. Standard kit includes stability and traction control, six airbags and automatic pop-up roll bars.DRIVINGAs expected, it’s a quick car with lots of exhaust hoise available at the touch of the “sport’’ button on the dash. Though suspension tweaks are designed to improve handling, comfort has not been sacrified. It is also an easy car to drive and well suits the role cruising the more expensive suburbs in your city.VERDICTIt’s clearly Italian with its showmanship styling, loud exhaust noise and ability to sprint. It turns heads all the time and despite its exotic tag, was a real pussycat to drive. Four seats also make all the difference.MASERATI GRANCABRIO SPORTPrice: est. $345,000Warranty: 3-years/100,00kmResale: 72% (est.)Service interval: 15,000km/12 monthsSafety: n/aEngine: 4.7-litre, V8 petrol, 331kW/510NmBody: 2-door coupeWeight: 1980kgTransmission: 6-speed sequential auto, rear driveThirst: 14.5L/100km, 98 RON, CO2 337g/km"The heart and soul of luxury motoring that takes its top off''

My son was disappointed that it wasn't turbo or supercharged. But it was this very thing that attracted me to the car. Force-fed engines have their place but there's nothing like the sound and feel of a free revving naturally aspirated power plant.TECHNOLOGYThe 3.8-litre flat pack in the Porsche Carrera produces 300kW of power at a lofty 7300 revs and whips the car into action like the throrougbred it is. The dash from 0-100km/h takes 4.6 seconds and the car has a top speed of 306km/h — not that it matters much on our crappy bloody roads. So what if the Turbo's quicker off the mark?The GTS comes with a six-speed manual transmission as standard or you can tick the box for the 7-speed PDK auto, which adds 4km/h to the top speed and reduces the time it takes to get to 100km/h from 4.6 to 4.2 seconds.VALUEIt's also costs 100,000 more, not that I could afford either car anyway. Priced from $270,000 the new 911 Carrera GTS wears its badge well, with pumped out rear guards, black 19 inch alloys and fiery red brake calipers.The quad exhaust outlets could he described as overkill, but what the hell — go big or go home? The GTS sits midway between the Carrera S and race bred GT3 with 17 more kilowatts than the S but 20 less than the GT3.DESIGNIt's splitting hairs really because there's nothing unexciting about the way this car looks, sounds or performs. The GTS combines the wider body of the all-wheel drive Carrera 4 with its wider track together with a classic rear engined, rear-wheel drive arrangement.It's a classic Porsche in every sense of the term, wtih guards that hide massive 305/30 series Bridgestone Potenzas designed to keep the bum pinned down.Other features which set this car apart include the SportDesign front apron edged in black, special sideskirts, also in black, and the GTS logo on the doors and rear lid — in black or silver depending on the body colour (our car was white). The area between the two tailpipes at the rear is also finished in black.The interior of the car is trimed in suede-like Alcantara and getting in and out can be challenging which explains why they sell so many Cayennes.DRIVINGSlower it may be, but we'll take the manual every day thank you, because we like to drive and after all — isn't this what this car's supposed to be all about?After punting around for a couple of days trying to stay away from the highway patrol we discovered the little button that adds a louder, more urgent note to the exhaust. That's the button you'll want to hit before going anywhere — too bad it won't stay on all the time.The suspension is switchable and ranges between firm and very firm which can be irritating at times, especially on our beloved back roads — them's the breaks. The only thing we didn't like about the GTS was having to give it back (and all the wankers in Fords and Holdens that want to race you).PORSCHE 911 GTSPrice: $270,100 (coupe), $288,700 (cabriolet)Engine: 3.8-litre inline six; 300kW/420NmTransmission: 6-speed manual; 7-speed twin clutch autoThirst: 10.2L litres/100km (estimate) 

The mainstay of the BMW range has been given some extra weapons to take into what has become a close-fought battle.For 35 years, the 3 Series has been the benchmark for the prestige medium-sized field - and last year notched up 37 per cent of BMW's sales here. But in recent times it's had to fight harder against the Audi A4 and sales leader Mercedes-Benz C-Class - which launched a new assault last month. That doesn't worry BMW, spokesman Toni Andreevski says."We're very happy with how the 3 Series has performed in the segment over the past 36 years," he says. "We don't pay attention to a few months' worth of sales figures."However the 3 Series has recently been well-positioned to claw back some territory with package and price adjustments.The main attention in the range has been given to the 325i sedan tested here, which has wiped $5000 off the price tag and added nearly the same amount in extra kit by making the Innovations package standard - giving you premium nav, voice control, high-beam assist bi-xenon headlights with washers, and power folding exterior mirrors with anti-dazzle function.That gives the 325i a price of $71,900 for the manual, and a 'more for less' benefit of 11 per cent. But it's worth shopping it against the $59,700 BMW 320d and looking at adding in the extra spec options - thus saving 2.5L/100km with the diesel's better economy while getting the extra torque benefit.The $67,900 C-Class C 250 and $69,300 A4 2.0T quattro both have less power but more torque than the 325i. They also have slightly more boot space, and the Audi wins in usable rear seat room - something to consider if the kids are growing.It's a handsome body and face, but not outlandish. And that means while there's a new look coming next year, the current one will still look good in traffic for a while to come. The interior is a different matter, where even the contrast of real metal accents against the dark dash of our test car wasn't enough to prevent it feeling outdated.We liked the roomy boot, but would have welcomed better design for storage around the cabin. The door pockets are miserly, the multi-level centre console bin is annoying and the pop-out dash cupholders - which position your coffee for the optimum trajectory toward your lap - are just plain scary.The 325i gets a 2.5-litre inline six-cylinder with 160kW of power and 250Nm of torque put to the rear wheels via either a six-speed manual, or the six-speed auto on the test car.Worth comment - since it used to be commented on so adversely - is the nav, entertainment and information 'command central' iDrive system, which has over time been simplified and become much more user-friendly.It's got five crash-rating stars, six airbags and any number of safe-tech acronyms. But no spare - which is not a problem with the run-flat tyres as long as you stay within city limits. Pot(hole) luck in the country.The 325i is far from the most powerful in the line-up - that gong of course goes to the M3 end of the range -- and it's not the most economical. But it's also far from being the runt of the litter, and for those who want to stick to a middle-position petrol engine it offers a good prospect.There's enough torque on offer to tickle it along respectably, and the majority of buyers will never be dissatisfied with the reserves. The ride is a good balance between cushioned compliance and a dose of firmness that avoids wallowing, and the cabin's level of hush probably has official librarian approval.But the real pleasures of the car are in the driving. While the M3 will out-track it, the 325i offers great everyday handling, responsive steering and a smooth-shifting automatic transmission.Whether you're crawling in the city, or cruising in the country, this car will keep you comfortable and contented.

The Porsche Boxster is a fine roadster, always has been. But over those seasons from 1996 to now, the two-seater has morphed into something more special yet again.It now sits on the road as a Porsche in its own right, rather than a cheaper Porsche to shore up the German factory's coffers. The Boxster, even if once dismissed by some as a poor man's 911 and too much a fashion statement for some, has proved worthy of the legendary marque.Today's Boxster offers a fine and sporting experience, quick motoring with experiences as sublime as Porsche's 911.VALUEAt $106,100, a Boxster is not the cheapest soft top on the market. There are others, in the main good cars, such as Mazda's endearing MX5 and the sharp-edged Nissan 370 roadster to consider.But the cachet and the competence of the two-seater Porsche at this price is hard to pass; the Boxster's value lays in a driving experience and refinement which bests many higher-priced machines. Standard features today include the 'communication management' system in the centre console, heated seats and rear park sensors in a well-built and refined sports machine.TECHNOLOGYPorsche link this car back to the 550 Spyder, the 1950s lightweight roadster designed for competition. So this reincarnation is a light, mid-engined, rear-drive sportscar, these days with Porsche Sports Management system to keep the Boxster on the straight ahead.PSM monitors a host of the car's movements, forwards and sideways, sorting out traction, oversteer and understeer. It can be deactivated and the optional $2690 Sports Chrono package allows for higher thresholds of deviance before rebalancing the car.