Convertible Reviews

As a coupe the Renault Megane is a smart Euro-styled car with a huge glass roof, but it comes into its own when the hardtop is stowed for open-air motoring.ValueTHE pleasure of roof-down motoring is a $16,000 premium over the top-spec Megane hatch and adds 160kg to the weight. That puts it right in the running for compact cabrio buyers.  The competition is fierce with the Ford Focus, Holden Astra and VW Eos all within $1000.  Beauty is in the eye of the beholder, though, which is why Renault Australia expects this car to grab a solid slice of the market.TechnologyTHE Karmann-designed folding hardtop isn't the quickest operating system on sale, but it does a good job of insulating the occupants from exterior noise.  Renault also worked to quieten the car when stationary and it generally works - there isn't a lot of noise if you're stopped at the lights by yourself.The high waistline helps block sound and make the occupants feel secure.  Standard equipment includes a satnav, auxiliary and USB inputs, heated driver's seat and heated exterior mirrors, a glass wind deflector and an eight-speaker sound system.DesignTHE coupe-cabriolet carries the Megane family's front-end design DNA and will earn fans for its clean lines. It looks good with the roof up and is hard to pick as a convertible.The interior is smart and functional and the front seats automatically roll forward to increase access room for rear passengers. Lift the lid and lines still flow, but boot space is then limited to a couple of overnight bags.SafetyConvertibles compromise safety - it's hard to engineer as much structural protection into a vehicle that doesn't have a roof - but the Megane feels like a solid chunk of metal.The B-pillar has been reinforced for more protection from a side-on hit and a pair of pop-up roof arches deploy in milliseconds if the system detects a rollover.  Daytime running lights make the car more visible and a tyre pressure monitoring system will detect any loss of pressure if it becomes a major drama.Software runs from ABS with brake asssist and brakeforce distribution to electronic stability and traction control.DrivingWatching the windscreen flex by a couple of millimetres as the roof releases doesn't inspire confidence, but the chassis is more than a match for the engine and doesn't twist even if the camber changes mid-corner.The car's target market are style rather than drive enthusiasts, which explains why the coupe-convertible comes only with the continuously variable transmission rather than the six-speed manual in the hatch and sedan that helps drivers get the most from the 103kW/195Nm in the 2-litre engine.So it's not going to take on a VW Eos on the road, but will hold its own against it parked at the spa resort.  With that in mind, it is hard to argue with the dynamics of the compact cabrio.It sits flat in the turns and conversations aren't at shouting level even at highway speeds.  The steering is spot on and the suspension is soft enough to soak up most bumps without wallowing.  It's a horses-for-courses kind of car and if your tastes run to dressage rather than galloping, the Megane is a good thing. 

We weren't fans of the first Z4 - too many disparate angles to the sheetmetal, too short in the rump and long in the snout, too retro around the grille and headlights.  Went OK though.That's been fixed with the latest model - an altogether more appealing shape, sleek, elegant and muscular all rolled into one and with a hardtop to boot. The best of both worlds.  Topping out the Z4 range is a twin-turbo 3.0-litre straight six called the 35is.It's complete with a seven-speed, twin-clutch "manumatic" transmission that functions as a full auto or a sequential manual through paddles on the wheel or via the stick shift.The price is a sobering $129,900 but you have to remember this car competes with the likes of Porsche's Boxster S at five grand more, the Benz SLK55 AMG at a lot more and plenty of others.  The Bimmer stacks up well no matter which way you cut it.Performance is strong thanks to the 250kW/500Nm twin-turbo six cylinder. That's enough to propel the 1525kg Z4 from 0-100kmh in a scant 4.8 seconds or exactly the same as the BMW M3 coupe.  It does this while consuming fuel at the combined rate of 9.0-litres/100km.The twin-turbo arrangement uses two small turbines that spool up quickly pressurising air going into three cylinders apiece. It gets around any lag and delivers near maximum torque at a low 1500rpm.There's launch control to get off the mark as quickly as possible and a range of electronic systems to keep everything in check, much of it switchable.The 35is version is differentiated by its more aggressive aero kit, 18-inch alloys and adaptive suspension that can lower the ride height by 10mm. It also has a whole swag of goodies including premium audio bixenons, stop/start button and automatic aircon.The cruise control system features a braking function.  Inside is a study in leather, aluminium and carbon fibre fascia tastefully and functionally arranged.It has regenerative braking and high beam assist as well as adaptive headlights and park assist front and rear.  Bluetooth is part of the package as well as large format navigation with voice control.It's a super thing to drive, sharp, responsive, engaging, sounds unbelievable and makes you feel like you're in a race car.  Obviously in a car as powerful and low slung as this, corners are a piece of cake at almost any speed - aided and abetted by large brakes and wide tyres.The ride can be dialled up to anything between plush to sporty firm which was controlled  and comfortable enough for us to select all the time.Actually getting into a car this low does at times cause a problem, especially in tight spaces when you have to basically drop into the seat because the large doors can't be opened far enough - ouch.But worth the discomfort for the drive experience.  The Z4 35is is an impressive rear wheel drive sports car that can be made roofless in a short time to give you the best of both worlds.

IT'S back to the future for Audi, judging by its "quattro concept" car.  The stripped-down and shortened RS5 is a tribute to the legendary 1980s Quattro Sport rally car that dominated the World Rally Championship until it was banned in 1986 for being too fast.But don't visit your bank manager just yet.  Audi Australia corporate communications manager Nadine Giusti says there has been no decision made about production of a road-going version of the car unveiled at this year's Paris Motor Show."The show car does however provide many technological impulses for the development of future Audi production vehicles, and not just for the sports car segment," she says.Audi group communications, product and technology manager Josef Schlossmacher says the car will need "a business case" before the board decides to go into production.  "We will also see what the press has to say," he says.Schlossmacher has chosen the hills behind Malibu in California to give the world motoring press a tantalising taste of the concept car, which is a strong hint about how serious the company is about its future. Carsguide was the only Australian media invited to drive the one-only concept car.DESIGNIt stands with its feet apart in a plain white muscle t-shirt and tight-fit jeans revealing muscular flanks beneath.  Well, it would if it was a fit, 30-year-old stud.  Instead, it's a replica of a fit, 30-year-old rally stud.Audi strategic designer Claus Potthoff says the  concept reflects elements of the original Quattro Sport such as the horizontal black grille louvres, thick trapezoidal C pillar and recessed rear hatch and integrated spoiler, but with a modern interpretation.  For example, the spoiler now automatically deploys at 120km/h and lowers under 80km/h rather than being fixe like the original."We didn't want to do a retro model," he says."We wanted it to be modern but with the same elements that remind us of the Quattro.  It was important to get a feeling but not copy history."So, instead of the boxy Quattro Sport with its jutting Kirk Douglas chin, we have wheels in each corner and svelte aerodynamic contours.  Inside, there is a Bauhaus feeling with form following function. For a start the rear seats have been stripped out because the shortened wheelbase doesn't provide any room, but also for weight saving.Although there were rear seats in the Quattro, they were superfluous as there was simply no space for passengers' legs. The front seats are 18kg Sparco carbonfibre motorsport seats while the originals were Recaro.Yet, for all its motorsport pretensions, with its minimalist floating dash and huge LCD instrument pod, the interior abounds in soft leather, bespoke aluminium and carbonfibre everywhere, including the rearview mirror.  Project engineer Peter Seizinger says: "If it looks like carbonfibre it is carbonfibre."Is the quattro concept a taste of Audi's design future?  Potthoff says yes.  He believes the sharp lines around the headlights and grille will have a presence in future models and the simplicity of the interior will become more prevalent. He also believes the LED headlights that swivel from horizontal to vertical for varying lighting functions will also feature in future Audis.TECHNOLOGYThe concept is based on a shortened and lowered version of the magnificent RS5 but with the chassis made of aluminium instead of steel.  In tribute to the original Quattro, it has the same number of cylinders (but a 2.5-litre engine from the TTRS, not like the original 2.2) and even the same weight of 1300kg.Project engineer Peter Seizinger says those details were deliberate matched to pay homage to the rally legend.  While the concept is constructed from modern lightweight materials such as aluminium (body panels) and carbonfibre (boot and bonnet) and the inside door handle is replaced by a leather pull strap reminiscent of the original rally car, the extra lard that brings it back to the Quattro's original weight is in the modern electronics and the required wiring looms.But don't expect it to weigh that much if it goes into production as the concept car may have electric seats, windows, handbrake, etc, but it doesn't have electric wing mirrors, airconditioning or even an audio system.Yet there is an electronic flush-mounted door handle that automatically comes out when it detects a hand nearby.  Seizinger says this is just for show.VALUEIt took less than four months and "millions" to develop, says Seizinger.  He won't comment on cost if it goes into production, but says numbers should be limited to under 1000."It makes no sense to make more than that," he says.  He expects it to become an instant collector's classic with many stored and never driven.  The concept car comes with two-time world rally champion Walter Rohrl's signature on the door sills, making this particular car even more valuable.DRIVINGIt feels raw.  Strapped into the Sparco seats there is a purposeful mood to this experience.  Despite being surrounded by some soft leather and quality trim, the minimalism of the dash serves to diminish any distractions to the aim of the game - driving fast.In front of you is a large LCD instrument pod with an "everyday" mode and a "race" mode that mirrors the original's instruments and can also show GPS renderings of race circuits.Fire it up with the ominous red starter button and you immediately feel the engine vibes come up through the thin seat.  You are also aurally assaulted by the disharmonious five-potter as most of the sound deadening material is stripped out for weight saving.But despite the purposeful motorsport character of the cockpit, we are restricted to slow speeds on the test drive.  After all, says Schlossmacher: "There is only one of these in existence and we have to bring it back alive."Yet it feels special even at the relatively low speeds we are allowed on the test drive on the snaky Decker Canyon Rd winding through the hills behind Charlie Sheen's Malibu mansion in Two and a Half Men.  Highway patrol cars provide an escort and have blocked the top and bottom of the road because the car is unregistered.The lithe handling feels exciting and the steering is sensual - no numb hands here like in so many Audis.  It feels connected to the road.  The dynamic exhaust rasp and the hissing and "pigeon cooing" from the turbo's wastegate is also a delight.Unfortunately, there is no scope for testing its performance potential in the five minutes we spend driving the closed public road.  It gets the slick S5 six-speed manual gearbox which is an absolute joy to use plus the firm but fair suspension from the RS5.  The roads here are billiard-table-smooth, so it glides along with a stress-free ride.Okay, there are plenty of rattles and squeaks in the body and trim, but after all this is a priceless one-off concept car that has not had the usual rigorous pre-production testing to iron out the bugs.  However, there is a certain inevitable feel about the car that says Audi is itching to get this into production, even in limited numbers.VERDICTA board decision on the car's future will be made in the next three years.  Bring it on.AUDI QUATTRO CONCEPTEngine: 2.5-litre turbocharged FSI 5-cylinderPower: 304kWTorque: 480NmTransmission: 6-speed manual, all-wheel driveSuspension: 5-link (front), track-controlled trapezoidal link (rear)Kerb weight: 1300kgWheels: 9J x 20Tyres: 275/30 R20Audi Quattro Sport*Engine: 2144cc turbocharged in-line 5-cylinderPower: 116kWTorque: 245NmTransmission: 5-speed manual, all-wheel driveSuspension: independent MacPherson struts, staliser (front); coil springs (rear)Kerb weight: 1300kgWheels: 8J x 15Tyres: 225/50 ZR15 (* 1984 road car) 

What were Mercedes Benz thinking when they put a diesel engine into their sexy E250 Cabriolet?  Remarkably good thinking as it turns out.  The engine is quiet, gives bucketloads of torque at low revs, and delivers sporty performance when asked.Add to that the build quality and attention to detail that have been the hallmark of Mercedes Benz in recent years, and you have a car that’s easy to drive around town and on the freeway, fun on the twisty back roads, and won’t punish your wallet when you come to fill up.VALUEIf you’re shopping for a Mercedes you’re shopping at the luxury end of the car market, right?  So stop messing around, decide that you want the Mercedes, look at the sticker…. then buy it anyway.The E250 Cabriolet has a ticket price from $94,762 in the petrol version (CGI), with the CDI (diesel) version starting at $101,202.That’s not cheap, and you have to weigh up what you get – which includes the gunsight badge – against rivals like the Lexus I250 and BMW 330D convertible.TECHNOLOGYBuy a German car, and you can be sure that latest technology will be the main course, not just a side salad.  What Mercedes have got right is making this easily accessible to the driver.  The satnav is fairly intuitive and easy to operate with the central knob that also controls radio, phone and information.All of the controls were easily reachable from the drivers seat, labelling was clear and easy to understand.  And the big win was having a mute button on the dashboard to silence the satnav voice, although she sulked after that and refused to continue the conversation. Admittedly, a little time spent with the manual might have coaxed her back.BlueEfficiency is the name Mercedes gives to both the petrol and diesel engines in the E-Class.  The 250E CDI is a four-cylinder 2143cc unit, producing 150kW at 4200rpm.  More impressive is the torque, with 500Nm delivered at between 1600 and 1800rpm. In comparison, the  petrol engine also delivers 150kW, but at 5500rpm, and it only manages 310Nm of torque.  Fuel consumption is 5.8-6.0 l/100km with emissions of 148g/km of CO2 (Mercedes official figures)DESIGNThe black car we drove had tan leather seats; the leather trim continued into the door panels set these off beautifully.  The range of materials available to manufacturers now means that having acres of plastic on the dashboard was disappointing.Seating is comfortable and an adult could be shoehorned into the rear, but the Cabriolet roof takes up most of the boot space.  Think about carry-on, but no checked baggage on this trip.SAFETYMercedes has long stressed their commitment to passenger safety, and no less than nine air bags are provided within the passenger cell.  An active bonnet is standard equipment, the aim of which is to reduce injury to pedestrians or cyclists by raising the rear of the bonnet by 5cmStandard equipment includes ‘Attention Assist’ -- the Mercedes ‘drowsiness detection’ system, or really the ultimate ‘Driver Reviver’.  If your driving makes the car think that you are nodding off it will remind you to take a break – by popping a coffee cup up on the driver’s display. Or at least, the image of a cuppa. Perhaps future development in Stuttgart will see a steaming mug of the real thing delivered onto the dash.Available as optional equipment are a lane tracking package that uses the white lines on the road to warn you if you are using more than your share of the road, and ‘Distronic Plus’ -- a forward looking radar that will hit the brakes for you before you hit the car in front.DRIVINGSitting in the E250 is more like being in a cockpit than a cabin - the car wraps itself around you.The turbocharged engine delivers loads of torque down low, and if you’re gentle with the throttle makes for a sedate drive.  That’s compounded if you’re in the full auto mode, where it puts more emphasis on fuel economy than fun driving.But if you give the pedal a nudge – or better still, slip it into sports mode and start using the shifter – it gives snappier response, although there is a slight delay as the revs come up, the turbo boost chimes in, and the car picks up its heels and takes off. But it gets away from the lights at a very respectable pace, and the steering is precise and accurate.And the cabin is surprisingly quiet, given that the folding roof is a cloth one. We drove this through an unseasonal downpour – which might be deafening in other softops – and found that the thrumming was muted enough to not impact on normal conversation.The speedo is large and easy to read, with numbers wrapped around an LED display for the cruise control – flick this minder on, and the arc of LEDs lights up to show the speed that you’ve set.VERDICTThe diesel may not be the engine of choice for everyone, and it carries a hefty price tag, but the improvement in economy and CO2 emission reductions are significant.MERCEDES-BENZ E250 CDI DIESEL CABRIOLETEngine: 2.1-litre 4-cylinder turbo dieselPower: 150kWTorque: 500NmTransmission: 5-speed automaticFuel consumption: 5.9L/100km (combined cycle)Wheels: 17-inch 5-spoke alloys

A blue-light special of a very different kind will dominate Porsche sales in Australia in 2011. The new item in aisle 911 is a tweaked and tizzied Carrera GTS model that does two jobs, firstly farewelling the current-generation 997- series 911 and then also pointing the sort of value and standard equipment that will come in the next all-new 911 in 2012.The newcomer is priced from $270,100, a lot of money for most new-car buyers in Australia but a relative bargain for Porsche and against its rivals.The upgrade pack for the GTS starts with more power and bigger wheels, runs to the wider body from the Carrera 4, and includes a classy alcantara leather interior. European cars lose the back seats to save weight, and can be ordered with an optional 90-litre tank, but Australian buyers are expected to specify four spots in the cabin and the tank does not fit for right-hand drive."The GTS is a stand-alone model. It fills the gap between the Carrera S and GT3 and is for people who like the standard comfort features but crave GT3 performance. So it's a step up from the S," says Michael Winkler, managing director of Porsche Cars Australia."There is nothing cynical about it. It's stuff we've wanted to do for a while. The minute you launch one car the engineers are a fair way down the path on the successor."VALUEThe GTS starts from $270,100 as a coupe and $288,700 as a cabriolet and will land in January. There is obvious mechanical stuff to justify the hike over a regular Carrera S, and some minor cosmetic tweaking including badges and trimming, but Porsche says the price increase is far less than it would cost to upgrade an S."If you took a normal S and added all the features you'd end up at a price that's slightly higher than the cost of the equipment. But you're not just getting that, you're also getting all the improvements to the body and engine," says Winkler."The standard S costs about $245,000, so the GTS is about $25,000 extra. But it's between $35,000 and $40,000 better value. The importance of the 911 is obvious. It will fundamentally consolidate the performance of the 911 segment. We've basically managed to come out of the global financial crisis unscathed. We're now in a lifecyle situation where the 911 is close to the end, and this model will keep it fresh," says Winkler.TECHNOLOGYThe obvious change to the GTS is the tweaking of its 3.8-litre flat six to take power to 300kW. It's done with a new variable intake system using that moves the peak from 6500 in the S to 7300 revs, as well as boosting torque by six per cent in a fatter spread from just over 1500 revs.Porsche says the benefits of the engine work mean more power in the medium speed ranges and less gearchanges.The 0-100km/h time is trimmed slightly to 4.6 seconds - or 4.2 with PDK and Sport Chrono package - and fuel economy is not affected. The suspension picks up wider front and rear tracks with the Carrera 4 body and the tyre package is upgraded to 235x35 at the front and 305x30 at the rear, running on unique 19-inch alloy wheels. And there is a switchable sports exhaust.DESIGNThe look of the GTS is very much Carrera 4, thanks to the wider guards. The black-laquer alloys also give it a bit more impact in traffic. The nose is a little more striking with big air intakes and a black- painted spoiler.Inside, the Alcantara gives a slightly more upmarket look and feel, but it's not a giant change.The badges - the GTS has only been used in the past for a sixties racer, a 928 and a Cayenne - help it stand out just a little, but mostly only to other 911 buyers."I think the the GTS name goes back as the 904 in the sixties. GTS is reserved for the high-end naturally aspirated performance version of any range, save for the track-oriented cars like the GT3," says Winkler.SAFETYThere is nothing to report, although the wider wheels and grippier tyres probably improve braking performance slightly.DRIVINGThe GTS is a 911 with a little more. There are worthwhile improvements and it feels a bit chunkier and more responsive at the wheel. I arrived late at the world preview of the GTS and missed the really good driving roads in the hills around Palm Springs, but still had time for a thrash and a dip into the car's improvements.It definitely looks more aggressive than a Carrera 2 but the best look will be reserved for the showroom sticker. The steering feels a touch sharper with the wider track and upgraded wheel-tyre package, and the bi-modal sports exhaust - which you can switch to loud any time - is a fun tweak that also makes the car sound just that bit more special.The cabin, too, is a step up from the 2 without costing a fortune for the normal Porsche options.So the GTS is better, and worthwhile, but not a giant leap forward. We'll have to wait until much later in 2011 to see what Porsche is doing on the all-new 911, and until 2012 before it hits the road in Australia.VERDICTA big value boost will win 911 buyers.

Extra features and a more efficient diesel engine are claimed to justify a "modest" price hike on the updated Mini range.  According to Mini Australia Product Planning Manager Sue McCarthy, the price increases have been kept to a "minimum" of $400 for Cooper and JCW and $600 for the Cooper S, while the diesel is up $1000."We understand there are a lot more competitors in the market but more competitors stimulate market demand in that segment," she says."We don't view that as a negative thing. It keeps people on their toes and promotes competition."Mini's response to the competition has been to increase the level of standard features to the mid-life model update, rather than drop prices.Corporate communications manager Piers Scott points out that they sell very few basic Minis."So by building more value, we can justify a modest price uplifting," he says.  "We don't think price will be an issue."Scott says the cosmetic changes are subtle but the upgraded technology is "significant".  "There is now more Mini: more customisation, more efficiency and more technology," he says."All changes are driven from talking to our customers. If we don't do something right we hear from our customers straight away."VALUEExtra standard features include rain-sensing wipers, auto headlights, Bluetooth (Bluetooth music streaming is an optional extra), USB input, fog lights (Cooper D already had them) and velour floor mats.Mini claims that for the extra $400 for the Cooper and JCW and $1000 more for the diesel you get $1450 of extra features ($950 for the JCW) and for the extra $600 for Cooper S you get $1150 in features.While you can't put a value on the styling changes inside and out, at least the knobs on the airconditioning and audio now feel much better quality.The previous knobs felt like flimsy plastic margarine tubs. The new knobs are more sturdy with a rubberised feel. It is debatable whether these changes warrant the extra price.Options include a $750 "radio visual boost" upgraded audio system with LCD screen, joystick control and on-board computer, and an updated $1900 "business navigation" system, previously $2900.Mini has also added several optional feature packages that are claimed to provide a substantial value saving on ordering the features separately.  The $1125 city package adds park distance control, alarm and auto dipping interior and exterior mirrors.The lighthouse package adds adaptive Xenon headlights and clear indicator lens and costs $700-$1600, depending on the model.  The $970 body package on the Cabrio adds a wind deflector, heated seats and a timer that tells you how long you've had the to down.There is also a cargo package that adds roof rails and a flat-load compartment floor for $825.  The popular $3900 Chilli package is retained, but with revised content.All these extras, along with the wide choice of trims, upholstery, wheels and exterior colours and striping give the Mini extended individualisation possibilities which, to a Mini owner, are invaluable.TECHNOLOGYThe big change in technology is the bigger BMW-derived 1.6-litre diesel engine that replaces the 1.4.  It has 82kW of power and a 30Nm torque increase to 270Nm.Emissions of CO2 are down to an impressive 99g/km while fuel economy is down 0.1L/100km to 3.8.  It comes with a six-speed manual gearbox with auto start/stop function, gearshift indicator to encourage frugal driving, brake energy regeneration and economical electric power steering.An automatic gearbox for the diesel will not arrive until the Mini gets the BMW 2.0-litre diesel from the 120d and 320d. It begins production in March and should arrive in June.The engine will have the same output as the current 1.6-litre unit but with different torque characteristics.  It will be mated to the six-speed ZF automatic transmission, but will not include auto stop-start technology.The first BMW group product with stop-start in an auto transmission will be the new X3.  The Cooper and Cooper S petrol engines had technical upgrades earlier this year that lifted power 2kW (7kW for S) with a slight decrease in emissions, plus better economy and acceleration figures.For the first time, Mini gets optional adaptive headlights which turn with the steering wheel to illuminate a corner. They are only available with the lighthouse package.STYLEDespite the vehicle being 99mm longer, all proportions are retained and exterior design changes are so subtle, few will notice them.  They include more pronounced fog lights, extra air ducts in the Cooper S, LED taillights and a higher Cooper bonnet to match the Cooper D and meet strict European pedestrian safety regulations.The most significant changes to design are inside.  Although the general layout with toggles and large dishplate speedo remain, there is more quality in the trim levels and feel.  McCarthy says the interior has a "quieter appearance" with more use of dark tones.IT may be cute and even pretty, but Mini is still predominantly bought by males.  Mini Australia boss David Woollcott says 55 per cent of buyers across the range are males."I think it's got to do with the fact that we (Australians) are the highest ratio of JCW buyers in the world and have a focus on racing heritage," he says.However, the Cabrio and Clubman models appeal more to women, with female buyers accounting for 80 per cent of sales.  Mini Cooper makes up 75 of total Mini sales, Clubman 10 per cent and Cabrio 15 per cent.DRIVINGTo drive home Mini's famed go-kart handling characteristics, which are unaltered with the mid-life updates, Mini launched the new models with a motorkhana in an airport hangar at Avalon, south-west of Melbourne.The surfaces shifted from painted concrete to asphalt to a concrete apron giving a feel for the high levels of grip, the nimble change of direction and the extra feel provided by the "sport" button which sharpens the steering and throttle response.Out on the road, the Mini feels precise and engaging as always. With no changes to the mechanicals, the drive down the Great Ocean Road was superfluous fun.  Even the new diesel felt little different to the old one, with the same output and handling characteristics.The real test of the changes was in the operation of the audio system which now has the confusing volume and tuning knob replaced with a more user-friendly arrangement.Another "test" was in the access to the rear seats in the cabrio which now allows the seatbelt to be hooked under the cupholder so it isn't in the way.VERDICTExtra customisation may confuse some buyers, but typical Mini owners highly value the ability to make their Mini as close to unique as you can get with a mass-produced vehicle.MINI 2011Cooper hatch: from $31,500Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S hatch: $40,500Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159Cooper D hatch: from $34,750Engine: 82kW/270Nm 4-cylinder turbodieselTransmissions: six-speed manualFuel consumption: 3.8L/100kmCO2 (g/km): 99g per km.JCW hatch: from $49,200Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Clubman: $34,800Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Clubman: from $43,800Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Clubman: from $51,700Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Cabrio: from $40,200Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Cabrio: from $48,600Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Cabrio: from $57,300Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169 

THE “under new management” sign has been hung out at Renault Australia. In the third relaunch of the French brand in Australia in recent years, new boss Justin Hocevar promises new models, a 400 per cent increase in financial investment from the parent company and a “fresh” management team.The former Mini boss also brings with him a couple of his former Mini colleagues, immediately jumping into the deep end with the Australian International Motor Show, annual budget reviews, a national dealer meeting and the media launch of four new models – Megane Hatch, Megane RS250, Megane Coupe-Cabriolet and Fluence sedan, a joint venture with Nissan.“These are the basis of the recovery of our brand in Australia,” Hocevar says. “Renault has been underestimated for too long in Australia.” According to the latest sales figures, the company is “underestimated” by about 30 per cent.VALUEHocevar says the new models arrive with “more equipment, but not inflated price tags”, simplified two-trim variants (Dynamique and Privilege) and charming Euro styling. Renault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with “a lot of standard equipment” not included on the original model such as six airbags, cruise control, ESP, hands-free key card and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, sat nav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with sat nav, heated seats and a folding glass roof from $45,990.The Mégane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Trophée from $46,990, adding Recaro seats, remote key, tyre pressure monitor and 19-inch alloys.The Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT and sat nav is listed at $29,990.TECHNOLOGYThe Megane Hatch, Coupe-Cabriolet and Fluence share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It also comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. “Diesel doesn’t fit our philosophy,” Hocevar says. “Customers want high-revving engines and we don’t want to dilute the business case at the moment with diesel.” He says the high demand in Europe for diesel would create supply problems here. “The Australian diesel market is increasing, but it’s still not high,” he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING“These are still not conservative designs,” Hocevar says. However, the Megane Hatch has gone on a diet and finally loses its controversial flabby bottom. “It’s a less polarizing design,” Hocevar admits.The hatch now looks more like a Peugeot 308 hatch. CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it’s a little gaudy with yellow seatbelts, seat stitching and tacho.The new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people. Inside, it is identical to the Megane, except for a larger rear seat, more legroom and, of course, a boot.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection.There are also energy-absorbing bumpers to protect pedestrians.DRIVINGWith four cars to get through in one day at the national launch in country Victoria, it was difficult to gain detailed impressions. However, the Megane Hatch distinguished itself as quiet and comfortable with solid road manners and the ability to boogie when the roads get a little twisty.It’s always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the “gears”.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic. The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times. Front-seat passengers will enjoy the high “command” position and the sense of space.The Fluence makes the Megane almost seem harsh. It is eerily quiet, refined and rides with the composure of a much bigger car. Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. While the CVT still makes the engine scream, it is fainter in the Megane. Inside, it is identical to the Megane, except for stacks of leg room front and back.In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins. The glass roof only has a gauze cover which is not enough to shield passengers against the sun’s harmful rays, glare and heat.The top goes down when stationary in 27 seconds, not the claimed 22. Once down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says “this is how it should be driven”. The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault’s venerable sport stable that goes all the way up to Mark Webber’s work car. “This is not just stick-on badges, but ground-up reworking,” says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it’s simply too quiet until it’s hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches. At least the LSD ensures there is little wheel spin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design and the Fluence should win some customers in the growing small-to-medium sedan category.There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part. It remains to be seen whether the company can restore some faith in this quality Euro marquee.New Renault modelsMégane Hatch: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Fluence: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990

The expression "less is more" is never truer than with two-door coupe and convertible versions of a sedan such as BMW's new 3 Series models. You lose two doors and a roof, but you end up paying more. In the coupe you also lose passenger space, while in the convertible you not only lose passenger space, but also chassis rigidity, cargo space, handling ability, self-respect...What you get more of in the convertible is weight and stares from other road users who might tell you you're a tosser, but secretly are envious. At least with BMW's metal folding roof you get more rigidity, security and sound proofing than with fabric roofs, and when they are up it looks more like a coupe, so people won't think you are too soft to put the top down. What you get more of in the coupe is simply sex appeal.VALUENo one who buys a coupe or convertible really thinks of value, otherwise they'd never pay more for less. Prices for the coupe and convertible versions of the updated 3 Series have risen as much as $1440, but there is a host of new gear on board.The premium over the sedan has always been big. Now you pay nearly $10,000 more for the coupe and more than $22,000 extra for the convertible. This compares with, say Audi, where it's about $6000 more for the coupe and about $20,000 extra for the convertible although it's not exactly comparing apples with apples because of spec differences, but you get the idea. Coupes and convertibles are decisions of the heart, not the head.It should be noted that the 335i models now come standard with the M Sport package which was previously a $2760 option. For those who don't like the firm suspension, it can be deleted at no extra cost. That's big of them!While options can often be expensive when chosen separately, BMW offers packages that make it cheaper. You can save more than 25 per cent with the Innovations Package for the 320d, 325i and 330d which includes a range of LED light features, adaptive headlights and satellite navigation, while the 325i and 330d also get voice control anti-dazzle mirrors and a better audio system.TECHNOLOGYBMW wants your heartfelt coupe/convertible decision to be as practical as can be, so the seat belt is handed to you by an automatic robotic arm so you don't have to reach a mile behind you to grab it because of the longer doors.This is just one of the many technological marvels of these cars, not the least of which is the clever folding metal roof that deploys in 20-odd seconds. There is also a vast array of driver aids available to keep the car in control.The new 320d models are available with a manual transmission with stop-start technology that switches the engine off when stationary to save fuel.BMW claims it delivers fuel savings on the 320d manual coupe of 0.8 litres per 100km, despite an extra 5kW of power and 30Nm of torque (135kW and 380Nm).The top-of-the range 335i gets the new single twin-scroll turbo replacing the previous two separate turbos. While power and torque remain the same at 225kW and 400Nm, fuel economy is 8 per cent better.STYLINGThe coupe has a certain grace that the convertible with its top up just can't match because the rear part of the roof is slightly truncated, abruptly ending the flowing lines. Styling changes over the previous model are minimal but inside Dakota oyster-coloured leather is now standard.There are three new metallic paint options lifting the choices to 15, an extra interior trim choice (bamboo grain anthracite) making it six options and nine wheel designs - four of them new - across three wheel sizes (17, 18 and 19-inch).DRIVINGOver a couple of weeks I drove the 320d manual coupe and the 335i seven-speed auto convertible. While the driver and passenger can expect the usual features and comforts, the rear seat passengers will feel like second-class citizens. Adults will have difficulty getting in, for a start, and when they do they'll feel cramped and claustrophobic.And while more compliant dampers have been used in the M Sport suspension top provide a less aggressive ride up front, rear seat passengers bear the brunt of the pain over rough roads. It's even worse in the convertible as it doesn't get the new compliant dampers. The convertible needs them most to reduce the vicious scuttle shake.The 320d engine is a lusty performer at low revs which allows driver to hustle along quite smartly and still feel calm at the end of the journey.However, it's the bristling and fizzy excitement of the 335i engine that will attract most buyers. Surely you don't buy a coupe or convertible and then turn all practical and opt for the diesel.BMW 320d convertible and 335i coupePrice: $78,500 (320d convertible); $116,700 (335i M Sport coupe + $3500 7-spd double-clutch)Engines: 1995cc 4-cyl. turbo diesel (320d); 2993cc straight 6 petrol (335i)Transmissions: 6-spd man. w auto stop-start (320d), 7-spd DCT (335i)

But traditionalists will tell you that the folding metal hard-tops that have become fashionable recently aren't worthy of consideration. The folding metal hard-tops boast of being the best of both worlds but the folding roof takes up what little cargo space is on offer in these sports machines, not to mention adding weight - the enemy of true performance.Anyone who grew up with traditional sports cars will - once the rose-coloured glasses are removed - recall leaks, draughts, opaque plastic windows and fussy installation and removal. Modern fabric hoods are becoming much sturdier and are better insulated for noise and the elements, so much so that the snowballing trend of folding metal roofs has slowed.The open-air thrills of a convertible need not be pinned to a property-sized pricetag, with plenty of open-topped opportunities available for less. We look at five of the best here.MAZDA MX-5The designers of Mazda's MX-5 looked long and hard at the original Lotus Elan before embarking on the Japanese sports car that is now a modern classic and record holder for global sales. The true spiritual successor to such cars as the Austin Healey Sprite and the MG B - the lightweight, nimble, open-topped, rear-wheel-drive sporty - has maintained its focus on remaining true to the vehicles that inspired it.Only recently has the company strayed from its traditional path and offered a folding hard-top in the MX-5, thankfully without removing the cloth-topped variant from its range. All the vital items are here: airconditioning, cruise control, dual front and side airbags, stability and traction control, plus drilled aluminium pedals, sports leather seats and steering wheel, a Bose sound system, a torque-sensing limited slip differential and a six-speed manual gearbox with a rifle-bolt action. Enough said.Price: From $44,265Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed manual or automatic, rear-wheel drivePower: 118kW @ 7000rpm.Torque: 188Nm @ 5000rpm.Performance: 0-100km/h 7.6 secondsFuel consumption: 8.1litres/100km, tank 50 litresWheels: 17-in alloys.ALFA ROMEO SPIDERAlfa Romeo's Spider is a convertible steeped in tradition. The current Spider is the latest in a long line of Alfa drop-tops, perhaps the most famous being the little Italian sports car that featured in The Graduate. The Italian marque has rarely put a foot wrong when it comes to styling its convertibles - some of its sedans were questionable to say the least - but the design talent of the artisans at Alfa Romeo, Giugiaro and Pininfarina all had hands in this rag-top.While there is a V6 on offer the 2.2-litre 16-valve four-cylinder is lighter and therefore less prone to affecting the front-wheel drive's cornering prowess. The features list for the 2.2 includes dual front, side and driver's knee airbag, six-speaker CD sound system, a full electric roof, trip computer and leather trim. The 2.2 JTS also comes standard with anti-lock brakes, stability and traction control and hill-holding functions.Price: From $69,990Engine: 2.2-litre 16-valve four-cylinder, front-wheel driveTransmission: Six-speed manual or Selespeed automaticPower: 136kW @ 6500rpmTorque: 230Nm @ 4500rpmPerformance: 0-100km/h 9 secondsTop speed: 220km/hFuel consumption: 9.5litres/100km, tank 70 litresWheels: 18-in alloys.BMW 135i CONVERTIBLEThe BMW brand's littlest machine (before dropping into the Mini model range) is the 135i Convertible. The littlest Beemer is by no means a dud, particularly if the wallet extends to the 135i Convertible's $82,000-plus asking price.One of the most spirited rides within the BMW range, the rear-wheel drive, twin-turbo six-cylinder punches well above its apparent station in life, with the drivetrain offering unfussed cruising or giant-killing ability. It might look like a bit of a hairdresser's car but dropping the roof and stretching its legs will do little for the 'do.Price: From $82,200Engine: Three-litre twin-turbo 24-valve six-cylinderTransmission: Six-speed manual or seven-speed double-clutch automatic, rear-wheel drivePower: 225kW @ 5800rpmTorque: 400Nm @ 1200rpmPerformance: 0-100km/h 5.6 secondsTop speed: 250km/h (governed)Fuel consumption: 8.6 litres/100km, tank 53 litresWheels: 18-in alloys.MINI COOPER S CABRIOLETAnother one from the BMW stable of products that can make a mess of a hairstyle in the best possible way is the Mini Cooper S Cabrio. It has features like climate control airconditioning that has a Cabrio mode, a MP3/USB port-compatible sound system, pop-up roll bars, cloth/leather trim and a split-folding rear seat to improve cargo space.The brattish upstart of the Cabrio market, which can now run in targa-top or full Cabrio mode, is powered by a 128kW/240Nm 1.6-litre, turbocharged direct-injection four-cylinder engine, enough to whip it to 100km/h in 7.4 seconds. But more gentle throttle applications can see fuel consumption as low as the official figure of 7.2 litres per 100km.Price: From $48,000Engine: 1.6-litre 16-valve turbocharged four-cylinderTransmission: Six-speed manual or automatic, front-wheel drivePower: 128kW @ 5500rpmTorque: 240Nm @ 1600rpmPerformance: 0-100km/h 7.4 secondsTop speed: 222km/hFuel consumption: 7.2 litres/100km, tank 50 litresWheels: 16in alloys.AUDI TT ROADSTERAudi's TT Roadster is a sharper-looking machine than its predecessor and it has plenty going for it. There's a range of TT Roadsters on offer, starting with the front-wheel drive, two-litre turbo, a mid-spec model with the same engine and all-wheel drive or the highly-entertaining TT S at a tickle more than $100,000.All are entertaining little sports cars to drive - with the nippy front-wheel drive two-litre a worthy machine for a leisurely drive in the country. The TT S is also a smile-inducing drop-top but a leisurely pace, while easily achieved, is not its forte.Price: From $78,000Engine: Two-litre 16-valve turbocharged four-cylinderTransmission: Six-speed double-clutch automatic, front-wheel or all-wheel drivePower: 147kW @ 6000rpmTorque: 280Nm @ 1800rpmPerformance: 0-100km/h 6.5 secondsTop speed: 237km/hFuel consumption: 7.8 litres/100km, tank 55 litresWheels: 17-in alloys.

THERE have been some mad, bad BMWs in the past that had more in common with American muscle cars than sober ``ultimate driving machines''. Exhibit A: the M Coupes and Roadsters offered during the previous decade. Rather than the balance of attributes in an M3, the performance version of BMW's junior executive, the M Coupes and their relatives prioritised ballistic power.I never spent much time in any of them and when I did, their reputation for handling like greasy eels made me very wary.I was expecting this Z4, the fastest and most expensive variant of the roadster range launched last year, to lay down rubber in the same direction. It comes from the same model line as M Coupes and Roadsters, which were the heady pinnacle of previous Z ranges. Like them, the 35is has a straight-six cylinder engine and with 250kW, almost identical power.The new car is even quicker to 100km/h, with a quoted time of 4.8 seconds, than the last of the crazy Coupes. It's as quick, in fact, as BMW's current M3 with a manual gearbox. And that's pretty quick for something that lacks the imprimatur of the brand's M tuning division.BMW says there are no plans to make an M version of this Z, although, like most car companies, BMW denies everything right up to the moment when it confirms what everyone suspected all along. There's scope to do it here because, compared with previous top-shelf Zs, this one is completely sane. The name should have been enough of a giveaway.Over the years, BMW's naming strategy has become increasingly convoluted to the point where it's now a crime against nomenclature. ``Z4 sDrive35is'' has all the legibility of a DNA sequence and you'll need a centrifuge and a microscope to spot that the only difference between this and its nearest neighbour is the ``s'' tacked on the end.That's how it feels from behind the wheel, too. For another $13,000 it's quicker than the Not-s model by 0.3 seconds to 100km/h, thanks to reprogramming of its twin-turbo engine for more boost. It needs a few more revs to deliver, but on tap is 25kW more power and 50Nm more torque. There's even an overboost function that briefly delivers 500Nm, which is enough to pull a plough. It's a fabulous unit that remains unflappable however hard you work it and emits a tuneful deep, throaty sound.But it doesn't feel like a leap into supercar territory. I'm not even convinced that I'd be able to pick this car from the Not-s unless I drove them back to back. Perhaps expectations are playing tricks on me here. This version is respectably fast, but given the numbers I thought it would have a scary turn of speed that takes your breath away.It's a little unclear, too, why BMW has retained this engine in this model. Elsewhere it's being replaced by one with a single, twin-scroll turbocharger that's better for fuel economy (see below). It's still early in this Z's model cycle, so perhaps that will come.There are other remnants of earlier thinking, too. The seven-speed double-clutch gearbox, optional in the Not-s but standard here, is a good example of the type but BMW has stuck with its idiosyncratic shift paddles on the wheel, which need to be pushed for down, pulled for up. Virtually everyone else has abandoned brand-specific solutions for the industry standard of left paddle for down, right for up. There's a reason why: it's better.Aside from the engine, the other main engineering upgrade is adaptive suspension. This lowers the car and adjusts to road surfaces on the move. Apparently, when the front wheels hit a bump the system is quick enough to alter the rear suspension set-up in time for the back wheels to be prepared. It copes well with rolling dips and crests but less well with sharp bumps and potholes, where it lacks the brilliant initial compliance of most BMWs. The ride quality can be abrupt.At the same time, even on the firmest setting there's a fair bit of body roll and the suspension seems to exhaust its range of movement quickly. It can be caught out.On a twisty road, this Z4 is capable but, unfortunately, not engaging, and nowhere near the best that BMW can offer. The electric steering has been tweaked for better tactility but still felt remote, an impression magnified by the long bonnet that ends who-knows-where. From the driver's seat, the steering wheel is offset slightly to the left and that doesn't help matters either.Read more about prestige motoring at The Australian.