Convertible Reviews

The new roadster has plenty of M stuff, and the performance to match a manual M3 coupe, but BMW Australia says it's not a true M car and not entitled to the badge which brings ultimate BMW bragging rights. Instead, in the confusing BMW world of 2010, the rapid twin-turbo Roadster is called the sDrive35is.To translate into the stuff that matters, it has a force-fed six that makes 250kW/500Nm, a seven-speed double-clutch sports auto gearbox, adaptive M suspension, 18-inch alloys and a unique bark from its twin- pipe exhaust.The car is priced from $129,900 and aimed straight at the Porsche Boxster, although BMW Australia concedes there could be some people who will shop it against an Audi TTRS, something AMG from Benz, or even a Nissan 370Z.The change away from a true M-car in the Z4 range shows the work pressure on BMW's hot shop, which has only just finished the X5 and X6 and is now deeply into the next V8 turbo M5, as well as a slight direction change for the two-seater convertible. It's not as extreme these days.The price hardly matters because BMW Australia only has 25 cars for the rest of the year and is expecting a similar tight supply through 2011. But it's $129,900 without an - inevitable - extra dip through the optional-equipment list.That puts it straight up against the Boxster, which starts at $105,000 these days, and it even undercuts the Boxster S which is the real choice for keen drivers. Then again, there will be an all-new Boxster next year which promises a lot more - including space - than today's car."It's the Boxster that we're really got in our sights. It raises the perfomrance to the standard of the Porsche," says Piers Scott, spokesman for BMW Australia. He touts the changes and particularly the unique-design alloy wheels, M logos on things like the steering wheel and scuff plates inside the wheel, as well as the lower ride height and the unique exhaust note.But he also concedes the Z4, across the board, is not a big seller in Australia. This year's running sales total is 188 against 126 in 2009, despite the arrival of an all-new model. "They are not flying out the door. Globally it has been a huge success story and leads the segment by far, but in Australia it is still to find its feet," he admits.The key to the car is the twin-turbo six, which uses one turbocharger each for three cylinders, to deliver peak torque from just 1500 revs and overboost of 500 Newton-metres under high-load conditions. Peak power comes at 5900 revs, relatively low against M cars with redlines around 8000.The double-clutch gearbox is the right choice for the car, although it still has the silly auto-style shift levers of the cruisey BMWs, and the adaptive suspension is set lower with the ability for more firmness and grip. The driver assist systems are also switchable to ensure maximum fun."For the pure enthusiast, it's a performance car that's track capable," says Scott.As for the exhaust note, it's not a pure M system but has been tuned to give a better note.The latest Z4 is slightly bigger and slightly more rounded, with more cabin space than before. It still has a folding hardtop that works quickly and easily, with a cabin that has the right stuff in the right places.The changes for the M upgrade are minor, but enough for BMW enthusiasts to know the difference.The second-generation Z4 came with more poise and balance than the previous car, which makes it better for an M-style upgrade. It copes easily with the extra power and torque, instead of turning into a bucking broncho, and never feels to be stretched beyond its limits. The nose will push wide if you get onto the power too hard or too early in a tight bend, but generally it just tracks around a curve and invites you to dip into the loud pedal.When you do there is a very sweet thump from the exhaust, although it's not the same as the howl from a non-turbo six or V8 from the M-car menu.It is an extremely rapid car at all times on all types of roads, but is not lairy or overdone. In fact, it's remarkably refined and that should work for people who are considering a Boxster. The gearbox is terrific for maintaining swift motoring, although the engine will drop below ideal boost in tight corners as second is a bit too tall. It recovers boost quickly, but is something you notice. The ride is firm but not shaky, the seats are great, there is good feel to the suspension and the brakes never feel troubled, even at fairly rapid speed.The Z4 hero is a true hero and definitely capable of challenging the Porsche Boxster, but you have to wonder if people with the right money would also want the right badge - an M - to tell people what they have in the garage.

It takes a while for BMW to effect a mid- model change because they are staggered to happen over a period of up to two years. That's why we are only seeing the mid-model upgrade to the 3-Series Coupe and Convertible now while the sedan model went through its changes about 18 months ago.And essentially, the sedan changes are reflected in the 3-Series Coupe and Convertible.  That means a new visage - new grille, lights with eyebrows, bumper changes and something similar at the back. Changes have been made to character lines on the body and the car's overall appearance has been lifted with new colours and wheels.MechanicalIn line with the modest exterior changes are a range of engine upgrades that yield better fuel economy and more power.  Across both Coupe and considerably more expensive Convertible ranges there are two turbo diesels in 2.0-litre four and 3.0-litre six cylinder while the petrols are a 2.5-litre naturally aspirated straight six and a 3.0-litre twin-scroll turbo six in the 335i Sport that replaces the earlier twin turbo engine.This engine has the same power (225kW) and torque (400Nm) as the twin-turbo but delivers maximum torque at a low 1300rpm and uses less fuel into the bargain.  The 335i Sport only comes in M Sport spec' and is available with a seven-speed double clutch "manumatic" transmission as well as the standard six-speed manual.The entry level diesel 320d Coupe ($65,600) gains 5kW to 135kw and 30Nm to 380Nm and is available with a six-speed manual or optional six-speed auto with sequential change.  Other engine have been tweaked for improved economy and lower emissions but are essentially the same as before.Suspension changes offer a new damper with softer initial ride qualities increasing stiffness as more demands are made on the car.  Upholstery upgrades include a sun reflective treatment on the Convertible's seats that keeps them cool on hot days in direct sunlight.Drivetrain and PricingVarious option packages are available across both Coupe and Convertible ranges that include the Innovation Package and the M-Sport Package.  We drove most of the new variants last week and all have characteristic BMW traits like sporty dynamics and a solid feel on the road. The 335i Coupe is approaching earlier six cylinder M3 performance levels and is capable of putting away a 0-100kmh sprint in the low 5.0 second bracket.It has impressive throttle response from extremely low in the engine rev range and sings sweetly up to the 7000rpm redline.  Even the 330d is good for a low 6.0 second split.  The cars have superb dynamics even in Convertible form which bears a weight penalty of up to 150kg.The segmented hard roof on the Convertible takes less than 20 seconds to retract or deploy and when place, looks almost the same as the Coupe model.VerdictPerformance from the other models is similarly impressive - they are great to drive While it would be great to have the 335i in your garage, the reality is that the entry level 320d in auto would do the job just as well around town with the added benefit of being able to cover 1000km on a tank driven carefully and it's a decent performer too.  It's the one we'd buy.BMW 3 Series Coupe and ConvertiblePrices: 320d $65,600 (coupe), $78,500 (convertible); 325i $84,900, $98,700; 330d $94,700, $107,700; 335i M Sport $116,700, $129,900; M3 $158,300, $176,700; ($2965 for 6-speed auto on 320d and 325i, standard on 330d; $3500 for 7-speed double clutch option on 335i)Engines: 1995cc 4-cylinder turbo diesel (320d); 2497cc straight 6 petrol (325i); 2993cc straight 6 turbo diesel (330d); 2993cc straight 6 petrol (335i); 3999cc V8 petrol (M3)Transmissions: 6-speed manual with auto stop-start (320d, 325i, 335i, M3), 6-speed automatic (320d, 325i, 330d), 7-speed DCT (335i, M3 with auto stop-start).

While there are subtle interior and exterior design changes, there is also a host of extra features and some improvements in engine performance and economy.Price and positionPrices start from $65,600 and are up as much as $1440, but BMW Group Australia corporate communications manager Piers Scott says that is due to the extra features. Scott expects diesel uptake to increase "substantially" across the coupe/convertible range."Sports coupes and convertibles are the last bastion for diesels, but the exhaust note on this is so good, it will attract people," he says.MechanicalThe top-of-the range 335i coupe and convertible are the latest models to switch from bi-turbo to single twin-scroll technology, leaving the Z4 35is and 35i as the only BMWs still with bi-turbos. Power and torque remain the same at 225kW and 400Nm, but there is an eight per cent reduction in fuel consumption thanks to the twin-scroll turbo.The 335i models now get the M Sport package as standard equipment. It was previously a $2760 option. For those who don't like the hard suspension, it can be deleted at no extra cost. BMW Group Australia 3 Series product manager Alan Swanson says the coil spring dampers in the M Sport suspension package have been replaced by disc spring valve types for a more compliant ride. It makes a difference and overrides the harshness of the run-flat tyres that are standard across the range.Unfortunately, the new dampers don't come with the M Sport suspension package in the convertible, which is the body style that most needs a more compliant ride to reduce scuttle shake.The M sport package is also available in the 320d, 325i and 330d as before, with largely the same inclusions, but slightly different trims. The new 320d models are now available with a manual transmission and all manuals across the range feature stop/start technology as well as the M3 with double-clutch transmission.BMW claims the technology delivers fuel savings on the 320d manual coupe of 0.8 litres per 100km. That is despite the diesel engine pumping out an extra 5kW of power and 30Nm of torque (135kW and 380Nm).Scott says they were unsure how many customers would opt for manual transmission to get the stop-start feature. "It may be a surprisingly high proportion, but we don't have an exact target as yet," he says.Equipment and designStyling changes are minimal and only the BMW anorak will notice. And while there is the same number of models available as before, there is now an Innovations Package available for the 320d, 325i and 330d that 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.Swanson says savings on the package are greater than 25 per cent and he predicts more than 60 per cent of customers will take up the option. While Dakota oyster-coloured leather is now standard, there is a variety of options available to personalise the vehicle.There are now 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). There has been no change to the operation of the hard-top folding roof. It still goes up or down in about 22 seconds and will only operate when stationary. The only change to the M3 are redesigned rear lights, white metallic exterior paint, stop-start on the DCT, and slightly better economy and CO2 emissions.DrivingBMW supplied only the most altered models, the 320d and 335i, on the national launch through the Brisbane hinterland this week (August 4-5). There has been a slight performance boost in the 320d and I would be lying if I said it was noticeable.However, I can say it is a remarkably lusty performer at low revs which means a driver can hustle it along and still feel calm. I harassed the rear end of a 335i going up the twisty hotmix on the northern approach to Mt Mee and when we arrived at the next stop my nerves were at peace while the other driver got out of his high-revving 335i with his trousers on fire.The 320d rewards a lazy driver. The 335i mainlines caffeine into its pilot. The main difference to be felt on the test drive was in the new M Sport suspension.BMW's damper tweaking has been very effective, taking the harsh bang out of sudden jolts, while keeping the car sitting flat and unrattled. The cars felt composed over the craggy tar that runs around Somerset Dam and our kidneys and the fillings in our teeth were still in place at the end. While the four-cylinder diesel engine sounds less raucous, the real advantage in the manual convertible is that auto stop-start completely silences it when you are stopped at the lights.

The Datsun 2000 Sports arrived here in 1967 to rave reviews, but it faced an uphill battle to win over fans of the British sports cars that dominated the market segment. Anti-Japanese sentiment was still present in the Australian community and it was often expressed as a resistance to buy products produced in the country we'd been fighting just a few years earlier.When it arrived the Datsun 2000 Sports had to overcome this hurdle in addition to breaking down the well-established loyalty of locals to traditional British sports car brands like MG, Austin-Healey and Triumph.MODEL WATCHThe Datsun 2000 Sports was the last in the line, and easily the best of the traditional open sports cars that began with the 1962 Fairlady 1500. In 1970 it was replaced by the very popular 240Z, the first of the Z-Series cars that continues in the 370Z today.When the Fairlady arrived on the local scene in the early 1960s the market was dominated by the British, with cars like the MGB, Austin-Healey 3000 and Triumph TR4 all selling well. The MGB in particular was a top seller, and a very popular and affordable sports car for local fans of open-top motoring.Perhaps not surprising the Datsun Fairlady looked much like the cars it was trying to beat, with long lean lines and athletic proportions of the sort that were familiar on British cars.But the oddly named Fairlady 1500 wasn't a great success. Sports car buyers mostly shunned it, because it was Japanese. Japanese cars were yet to fully establish a place in the market and hadn't had a chance to demonstrate their qualities of reliability and durability. But by the time the 2000 Sports arrived in 1967 the MGB had been on the market for five years and was looking rather tired in comparison.A steady rather than stunning performer the MGB was easily outpaced by the 2000 Sports, which had a top speed in excess of 200 km/h when the British car barely topped 160 km/h. The source of this performance was a 2.0-litre single overhead camshaft four-cylinder engine that put out 112 kW at 6000 revs and 184 Nm at 4800 revs. It was backed up by a five-speed all-synchro manual gearbox.Underneath it boasted independent coil spring front suspension with semi-elliptic leaf springs and torque rod at the rear. Braking was by discs at the front and drums at the rear, while steering was without power-assistance.IN THE SHOPIt's important to realise the Datsun 2000 Sports is now an old car, and as such most are wearied by age. While they are now more appreciated they were once thought of as ugly ducklings, and many were neglected as a result.Neglect, poor maintenance and years of being driven hard are the main causes of problems in the otherwise sturdy car. Look for rust in the sills, footwells, and around the boot hinges, and check the door gaps, as they can be a giveaway to previous crash damage.The 2000 had the U20 engine, which was generally a reliable and robust unit. Look for oil leaks around the rear of the cylinder head and the fuel pump. It's important to use a good coolant, changed regularly to prevent electrolysis with the aluminium cylinder head and cast-iron block.Check for worn synchroes in the gearbox and make sure it doesn't jump out of gear, particularly in fifth when backing off after hard acceleration. Clunking or binding when steering is an indication of wear. The chassis is quite robust and gives little trouble, but look out for sagging rear springs.Generally the interior holds up well, but most parts can be sourced if needed.IN A CRASHDon't look for airbags in the Datsun 2000 Sports, it came from an era before airbags and relied on an agile chassis, responsive steering and powerful brakes to avoid a crash.AT THE PUMPLike all sports cars fuel consumption of the 2000 depends largely on the driver's thirst for speed, but driven normally it's quite economical. Road testers at the time of the 2000 Sport's release reported fuel consumption of 12.2 L/100 km.Of greater interest today is the fuel that can be used. The Datsun was tuned to use Super leaded petrol when new and a fuel with a similar octane rating is best used now. That really means 98-octane unleaded, with an additive to take care of the valves and valve seats.LOOK FORLusty performanceSolid constructionClassic roadster looksRobust and reliableAffordable fun motoring.THE BOTTOM LINE: A sturdy, reliable, and fun sports car capable of outperforming similar British cars of its era.

BMW can be first pick for people who aspire to automotive quality and, for entrants to the marque, the starting point is often the least expensive 1-Series range. And that's a shame. Because compared with the next step up - the commendable 3-Series - the junior models are spartan, cramped for room, not particularly refined and are overpriced.But it wears the BMW badge and that's generally what owners want their neighbours to choke over.  Don't think I'm discounting BMW. It is a master of blending performance with low fuel use and minimal emissions and its engineers are among the world's cleverest.It is just that BMW charges a big premium for its products and in many cases that isn't justified against rivals who can match - and often exceed - its quality levels.Take the 118d Convertible here. It's a small ragtop sedan with a manual gearbox and diesel engine. Technically, it uses the latest fuel-saving methods such as stop-go, a gearshift indicator and regenerative braking to boost the battery.Pricing and marketIt costs $52,900. For practical purposes, it rivals the Audi A3 2.0TSFI ($54,000); Ford Focus Cabriolet ($45,490); Lexus IS250 ($76,900); Mini Cooper Cabrio ($39,800); Peugeot 308CC automatic diesel ($51,490); Renault Megane CC ($46,490); Saab 9-3 diesel ($67,996); VW Beetle ($37,700); VW Eos diesel ($46,990); and Volvo C70 ($59,990).There's a lot of stiff competition there. Shaving the list back, the diesel competition is the Eos, the Saab and the Peugeot.  Why anyone in Australia wants to pay $50,000 plus for a diesel and a manual gearbox directly answers why we still hold referendums over daylight saving.In Europe, where drivers drive and maximising fuel has become a national sport, such a model is a no brainer. In Australia, you'd be regarded as cheap.DrivingBut though it has price and simplicity and a small cabin and a clutch pedal against it, the little 118d Convertible has a certain charm.  It is utterly relaxed on freeways and has gobs of torque to minimise gearshifts.The engine is modest in power yet is more lively than the equivalent Audi 2.0TDI and feels more free revving.  But the penalty is the slightly more fuel thirst. It averaged 6.3 l/100km, compared with the Audi's 5.7 l/100km.It is not an especially quiet car. The 2-litre turbo-diesel - it's not a 1.8 despite the badge - is a lovely unit with plenty of willingness and even some life above 3500rpm when other diesels start asphyxiating.  It is torquey and though may suffocate when under about 1500rpm, pulls like a locomotive above that engine speed.This prodigious torque makes for lazy gearchanges and habitually cog skipping, especially fifth to third when approaching a tight corner, and from fourth to sixth when joining the freeway. It is a relaxed engine that is easy to live with.The handling is excellent and the steering is pin sharp. The rear-drive layout is BMW's great marketing platform.  The manufacturer claims this offers technically the best handling and driving experience and yet fails to mention that it also robs the car of an awful lot of occupant and cargo room.BMW is correct - this rear drive car handles beautifully. The sadness is that most - and I mean a big most - of its owners wouldn't know it.They've bought a blue and white badge and on the life of their grandmothers would probably not know the difference between a front-wheel drive and a rear-wheel drive car.I suspect BMW engineers, quietly, think that's a travesty.  Though the ride is firmer than the rivals - attributed to the run-flat tyres - the thin seats are actually comfortable and reasonably supportive.There's good room for the front occupants but precious little in the rear, which is best left to children.  The rear seat's lack of room isn't helped by its uncomfortable near-vertical seat back.  The boot is also compact, despite the lack of a spare wheel.A lack of personal storage space - there's only one cupholder and it's so close to the gearshift lever that its awkward to change gears - combined with thin apertures in the door and a tiny glovebox is bloody annoying. I had water bottles rolling around on the passenger footwell because there was no other handy space.And I whinge and grizzle until I drop the car's fabric top. Then the car gains character. It becomes something more than just a small, expensive European.Then it doesn't matter about the small boot and the lack of legroom in the rear. The simple plastics that in assemblage make up the dashboard become insignificant compared with the sunshine and the smell of a West Coast winter morning.You don't notice the diesel rumble and forget to change gear by hand. The visibility issue disappears and you're starting to smile.It becomes a neat little car that you really start to enjoy. The pity is that all this disappears when the roof has to come back up.Rating: 82/100RivalsPeugeot 308CC HDi ($51,490) 84/100Saab 9-3 Convertible diesel ($67,996) 78/100Volkswagen Eos TDI ($46,990) 88/100BMW 118d CONVERTIBLEPrice: $52,900Engine: 2-litre, 4-cyl, turbo-dieselPower: 105kW @ 4000rpmTorque: 300Nm @ 1750-2500rpm0-100km/h: 9.5 secondsTop speed: 208km/hFuel: DieselFuel tank: 51 litresEconomy (official): 4.9 litres/100kmEconomy (tested): 6.3 litres/100kmGreenhouse: 129g/km (Corolla: 175g/km)Transmission: 6-speed manual; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10.8mSuspension: Front _ MacPherson struts; Rear _ multi-link, coilsWheels: 17-inch alloy, 205/50R17 run-flat tyres; no spareLength: 4360mmWidth: 1919mm (w/mirrors)Height: 1411mmWheelbase: 2660mmWeight: 1475kgTow (max): 1200kgWarranty: 3yr/unlimited km, roadside assistService: 15,000km 

The Mercedes-Benz SLK was born at a time the world was waking up to a new age of sports cars. That was the late-1990's when sports cars were back in favour after years in the motoring wilderness.In a matter of a year or two buyers were out shopping for sporty drop-tops. They wanted to inject some fun into their daily motoring, and look good at the same time. Overnight it was cool to be seen in an open car.Carmakers responded with a raft of new models, among them Mercedes-Benz, which released its new age SLK two-seater sports car.  While it was built along the same lines as the old classic sports cars, the SLK delivered a level of comfort and convenience traditional sports cars couldn't.New-age sports cars like the SLK were more practical than their traditional predecessors; they could be used for daily transport without sacrificing the things we'd come to take for granted in the modern car.MODEL WATCHThe SLK arrived in 1997 and with it came one of the great innovations in sports car design, the folding metal roof.  It wasn't really new, the idea had been developed many years earlier, but those early attempts weren't very successful.Mercedes-Benz showed with the SLK that the folding metal roof could not only work, it could work reliably.  In the process it transformed sports car design. In the one car you could then have the comfort, refinement and security of a coupe as well as the fun and feeling of freedom of an open car. The SLK truly was a car for all seasons.On top of that the SLK's folding metal roof was simple to raise or lower. The driver no longer had to fumble with a clumsy frame while trying to erect it in a howling gale, and then attempt to drape a canvas top over it while being drenched in a sudden downpour.The SLK's roof could be raised or lowered in a matter of a few seconds simply by pressing a button.  The only downside to it was that once folded and out of sight in the boot it cut into the space available for luggage. It was necessary to travel light when you left home in an SLK.The new SLK that arrived in 2004 expanded on the original SLK theme, further refining it and making it even better.  While the basics remained the same - it was a two-seater with a folding metal roof - the details were quite different.For starters it was longer and wider, the extra space being used to enlarge the interior and make it more comfortable.  There were also reshaped seats, a new dash with a central computer screen, new switches, and new plastics for the dash and console that were more durable for top-down motoring.On top of the new dimensions was a new, more aggressive look with a droop snoot reminiscent of the McLaren-Mercedes Grand Prix cars of the time.  The snoot was central in a new grille and flanked by new headlamps.The engine choices ranged from a supercharged four to a V6, and on to a stonking 5.5-litre V8 if you had the wherewithal to afford an AMG-  tweaked SLK 55.The AMG model aside, the regular SLK delivered 120 kW and 240 Nm when powered by the 1.8-litre blown four, 170 kW and 300 Nm with the 3.0-  litre V6, or 200 kW and 350 Nm with the 3.5-litre V6.  The standard transmission was a seven-speed auto, but there was also a six-speed manual available. IN THE SHOPGenerally robust and reliable the SLK gives little mechanical trouble.  The folding metal roof is a complex piece of gear, make sure it works and seals properly as repairs and adjustment could be expensive. Check for oil leaks around the engine and transmission.  It can be worthwhile finding an independent specialist for servicing if you want to save a little money on maintenance.ON THE ROADThe original SLK was considered to be dull by many people, but the   new 2004 model couldn't be described in such a way.  With its stiffer body and larger footprint it was a great driving car, whether you preferred cruising or wanted a more spirited drive.The V6 engine in particular was smooth and refined, with wonderfully smooth power delivery over a broad rev range.  Unfortunately the same couldn't be said for the six-speed manual gearbox, for despite Mercedes' best efforts it was still an awkward, slow shifting unit.The auto transmission was a much better choice, and most buyers would have gone that route, given that the auto was the standard fit.IN A CRASHWith a taut, responsive chassis boasting anti-skid brakes, electronic stability control, and traction control, overlaid with a comprehensive array of airbags the SLK was well equipped to handle a crunch.AT THE PUMPThe fuel consumption of sports cars tends to vary quite markedly depending on the way they are driven, but despite this the SLK is   relatively economical.  On test the SLK 350 typically returned around 13 L/100 km, and would do better than that if driven with a soft pedal.LOOK FORMore aggressive looksSuper smooth V6 engines Sportier handlingRoomier cabinMore comfortableCoupe refinement,Roadster funTHE BOTTOM LINEOut with the dull, in with the fun, the updated SLK was a joy to drive.RATING 85/100

HOW do luxury brands survive a downturn as severe as the GFC? For some, the global appetite for their models was cut in half and that's the sort of diet that could imperil any manufacturing operation, let alone one with biblically long lead times, the overheads of a small nation and customers it knows by name.So far, though, the casualties have all been bread-and-butter brands. They include Pontiac, which was GM's blue singlet badge, and Saturn, which was its attempt to repel the Japanese small car invasion.All told, the clean-out at GM cut its portfolio from eight badges to four, but the sweepers have been much less vigorous in Europe. The closest thing to a fatality has been GM cast-off Saab, whose heart stopped beating long enough for it to sustain permanent damage. It remains to be seen if tiny, independent Dutch sportscar maker Spyker can supply enough voltage to keep Saab on life support.Most luxury brands enjoy more shelter than that, under the aegis of global car groups with the resources to ride out a storm. Volkswagen has a handful of trumps with Bugatti, Bentley, Lamborghini, Porsche and Audi. It's unlikely to let any of these perish just because of a recession or two.The Fiat group, meanwhile, has the same number of brands as pre-bankruptcy GM, including three among the premium ranks. For Fiat, relinquishing either Ferrari or Maserati would be like losing an arm, and it's going into overdrive to keep a pulse going at Alfa Romeo.But there's more to it than that. The further up the luxury scale you go, the more the GFC was a case of “let me eat cake''. At the super-rich end of the market, Rolls-Royce and Ferrari sales suffered comparatively slightly -- down 17 per cent and 6 per cent respectively.Even allowing for the long waiting lists at this level, which provide a cushion against economic swings, the difference between Ferrari and brands just one rung below on the price ladder is marked. Aston Martin, Bentley and Maserati all slipped 40 per cent or more last year -- 49 per cent in the case of Maserati.Within the Fiat group, Maserati comes a distinct second to Ferrari in the brand hierarchy although it benefits from the association by, for example, running Prancing Horse engines in its cars. No small part of the appeal of Maseratis is that they dance to an eight-cylinder Ferrari tune.But there's a price to be paid. Since becoming part of Fiat, Maserati has also had to learn not to tread on Ferrari's feet. It must make models that complement what Ferrari is doing, rather than compete. To achieve this, the Trident badge has had to abandon some of its historic sporting aspirations and target buyers who want their luxury wheels to have as much elegance and practicality as pace. If Ferrari is a bullet-train, Maserati has to be the Orient Express.With the launch of the Maserati GranCabrio last week, this two-brand jigsaw puzzle is finished -- for the time being, at least. This convertible completes a three-model line-up for Maserati that includes the Quattroporte sedan and GranTurismo coupe, and nearly a decade of brand realignment. Its next model will be a mid-size sedan due in three years, and Ferrari definitely won't be making one of those.Maserati believes the GranCabrio will attract new customers and it will need to, because it has never made anything like this before. It built smaller and racier two-seat convertibles in the past -- the last was the Gransport Spyder, discontinued four years ago -- but not any more. That's Ferrari territory.Like its siblings, the GranCabrio is a large car -- longer than any rival, apparently -- with the clear goal of providing four open-air seats that can all accommodate adults. Here it succeeds, although it's as well to remember that when a carmaker describes a convertible as a full four-seater, it's using a different system of measurement from the one it applies to sedans.If there's a practical downside to the GranCabrio it's the boot, which is tiny. Maserati says it can swallow a set of golf clubs but, just in case, offers a bespoke set of luggage that fits perfectly . . . on the rear seats.A key part of the appeal of any convertible is the way it presents with the roof down, and the GranCabrio cabin is suitably plush, if a little traditional. Maserati says the leather and trims on offer mean there are nine million possible combinations for the finished result, although I suspect that 8.9 million of these would be indictable crimes against good taste.One small drawback for Australian buyers are zipped panels in the rear seats necessitated by the child seat fittings mandated in this market. The front seats power-slide forward to allow access to the rear, although the glacial rate at which they move would test anybody's patience. The roof folds more quickly.The GranCabrio, like most convertibles, needed engineering changes from the GranTurismo coupe to prevent it driving like a shoebox without a lid. Extra-thick widescreen pillars are one result while, with the roof up, the high rear window offers an excellent view of traffic about half a kilometre behind.Drivers will find the same scattergun logic to button placement as other Maseratis while the control screen, with its foggy logic and even foggier graphics, was clearly inspired by late-70s Nintendos.In terms of its overall shape, the GranCabrio is almost identical to the lovely Coke-bottle-on-steriods design of the GranTurismo coupe and it avoids some of the pitfalls of convertibles, such as an overly tall tail. It's a glamorous beast that draws plenty of stares.The roof is almost as thick as a fold-out mattress and offers good insulation against noise by convertible standards, with engine sound dominating. That's as it should be in a car like this -- and it gets even better with the roof down, when the 4.7-litre Ferrari V8 can show off its full vocal range. It whumps on downchanges and crackles on overrun while pushing it through to the 7200rpm redline is a sonic -- as well as dynamic -- thrill.The six-speed automatic is the right sort of transmission for this sort of car, but it could do with a little more finesse in its programming. It doesn't always make the right moves and reverts too quickly to D when the paddles are being used by the driver. Maserati will replace this unit with an eight-speeder in its next Quattroporte, which means if you can wait long enough it will be offered in this car, too.On the twisting roads of northern NSW last week, I used those paddles a lot. Sometimes just for the fun of it. There's a world of difference between this two-tonne look-at-me-mobile and a Ferrari, but some solid work on the chassis means it's possible to get plenty of enjoyment from the engine.It's certainly no slouch, stopping the clock at 5.3 seconds to 100km/h, and the car feels balanced with unwanted body movements kept well in check. So much so that through corners, some of the mass evaporates and it only betrays its true heft under brakes.The controls lack the precision of a dedicated sportscar but they get better as speed rises, when the lazy feel to the steering disappears. Keeping this much open-top metal on a tight rein requires fairly stiff suspension, which means chassis nuances are a bit remote, but not absent. Worse, the ride can feel too detailed and brittle on rough country roads, with shudders travelling right through the cabin to the rear-view mirror.That's a flaw that will be familiar to most convertible owners and Maserati's claims that the GranCabrio is as rigid as the best sound plausible, at least. The convertible owners who currently drive a BMW 6 Series, Mercedes-Benz SL or Porsche 911 are precisely the ones Maserati believes it can lure to the brand.It's hard to argue with the endless delights of a Ferrari engine at Maserati prices while it's impossible to argue with the brand's assertions of exclusivity. Last year, with 4489 buyers, it was about 2000 units more exclusive than Ferrari itself -- and 49 per cent more exclusive than it was the year before. Fiat is unlikely to let a brand with those sort of credentials expire.MASERATI GRANCABRIO - $338,000 plus on-road costsVehicle Four-seat convertibleEngine: 4.7-litre V8Outputs: 323kW at 7000rpm and 490Nm at 4750rpmTransmission: Six-speed automatic, rear-wheel drive

Maserati's GranCabrio is the first roof-down four-seater from the Italian maker. And, as to be expected, a fine piece of automotive art.It has a long, head-turning profile, best appreciated with the cloth top down. It is packed with leather and luxury, down to a stereo system that self-adjusts tones depending on roof position. It has 323kW of sporting V8 up front, mated to a clever six-speed transmission. All in all, it’s a most impressive, albeit expensive, package of poise and performance.Maserati has a fair heritage of open top sports cars, back to the beautiful Frua Spyder of 1950. But this is their first four-seater convertible. And the GranCabrio more than lives up to the heritage. It is a practical, elegant convertible with comfort and performance. It is capable of being caught in peak hour traffic without a grumble, capable of offering a spirited run through the mountains and happy to loaf down long motorway stretches in quiet comfort.Perhaps the boot is a bit small (but will take a set of golf clubs) and perhaps the back seat is no place for the tall with the roof up (though these seats reportedly accommodate 62.5 per cent of people).Here the GranCabrio, at $338,000, joins the GranTurismo and the Quattroporte to give Maserati a trio of prestige machines covering some high-flying territory. (The four-door Quattroporte is the best-selling Maserati of all times and the marque's brand awareness has risen 10 per cent in the past decade plus there's a new 'medium' sedan is somewhere around the corner to keep the flag flying.)The time was right for a little more Italian fashion, a little more look-at-me in the style of an open-top tourer. And 27 Australians and Kiwis have already signed up for this year's allocation of 45 of these machines.The payback is spirited performance, chassis balance and ride comfort (though there is sometimes a little chattering feedback from the front wheels). Plus the exclusive charm of a four-seat Italian convertible; said to be longest, roomiest in this class of exotic convertible.The 65kg roof can drop, when the weather's clear, in 28 seconds at up to 30 km/h.  Without the roof, top speed drops from 293km/h to 274km/h and the weight distribution changes from 49 per cent front and 51 per cent rear to 48 per cent front, 52 per cent rear.Top up or down the Maserati is a well-balanced car. There is nice weight to the steering and, for a fairly big car weighing in at 1980kg, the GranCabrio is easy to place on a tight mountain road. Handy here is the rear grip and the eagerness of the 4.7 litre V8 to work up to its 323kW and 490Nm of torque at 4750rpm through the six-speed auto transmission.There are steering-wheel column mounted paddles for shifting through sports ratios, handy for down changing, whether out for a harder run or just impressing city pedestrians. The Italian's aurals are as sweet as anything out there and a Sport buton rempas gearbox, engine and suspension details for even harder growl and go.The cabin is, naturally, packed with convenience, comfort, luxury and safety... right down to integrated pop-up roll bars (with sharp pin to break the rear glass) in the event of a major accident.There is all the best in navigation systems, information and entertainment systems. There are choices galore in leather trim colours and highlights, there is an airconditioning system which quietly adjusts a pre-set temperatures to a closed or open cabin.For maximum effect the Maserati's top will be down, listening to that V8... and watching the watchers.Check out Keith Didham's review of the Maserati GranCabrio.

A little burble from the exhaust system, go-kart-like handling, the wind in your hair and a clean set of heels at the lights... that is what many office-bound men and women live for.

Mercedes-Benz has drawn a full house for its E-Class family with the arrival of the soft-top convertible. The final member of the E stable joins the sedan, coupe and wagon to give those who enjoy open-top touring an option that doesn't involve any risk to a loose-fitting toupee.Like the Coupe, the Cabriolet owes a good deal of its DNA to the C-Class platform rather than the larger and newer E-Class underpinnings. However, again like the Coupe, there is little lost in the exchange and in the case of the drop-top much gained by way of new comfort features.The headline technology for the Cabriolet is the all-new Aircap which joins the company's proven Airscarf system to keep occupants snug and unruffled through even the coldest weather. While the Airscarf (unveiled in the SLK a couple of years ago) blows warm air across the back of the neck from vents in the top of the seats, Aircap works by creating a virtual roof with directed airflow from the top of the windscreen over the passenger compartment. This is facilitated by a mini wing which rises 6cm from the top of the windscreen at the touch of a button to ensure cold external air is forced up and over the passenger compartment.An additional benefit is that the less disturbed air flowing through the cabin reduces wind and road noise, making it easier for occupants to carry on a conversation.Mercedes-Benz Australia spokesman David McCarthy says the decision to develop the E-Class Cabriolet with a soft-top rather than the more up-market folding metal roof, pioneered by Mercedes-Benz six years ago and now favoured by many manufacturers, was driven by customers."Customers told us that they wanted a soft-top to differentiate the car more clearly from the Coupe," McCarthy says. "The customers wanted it and we wanted to satisfy those needs."The four-layer roof developed for the E-Class is as good, if not better, than any on the market. Noise insulation is excellent, the styling in no way detracts from the look of the car with smooth flow lines across the roof and an elegant storage solution into its own compartment behind the rear seats that allows a couple of airline roll-on bags and several soft sportsbags to be comfortably stowed in the boot. At 20 seconds to stow or deploy it is not the quickest available but it can be operated up to 40km/h.Across the range the cabriolet is serviced by a brake package that is both strong and durable. A run through Victoria's twisting alpine roads showed that even in the nose-heavy V8 the last application of the brakes was as effective as the first.The speed sensitive rack and pinion steering in both cars has a nice meatiness and a comforting directness that transmits input from the driver to the wheels in as timely a manner as feedback is sent in the other direction. It is not as sharp as the BMWs but more than adequate for what will mostly be a boulevard cruiser.On the safety front the Cabriolet wants for nothing with a full suite of active and passive acronyms. There are nine airbags, electronic stability control, brake assist, adaptive brake lights (which glow brighter in an emergency stop), Pre-Safe (which prepares the car for a collision when sensors deem one unavoidable), adaptive high beams and distronic plus cruise control.Not a personal gripe, but some drivers with smaller hands may find the steering wheel a bit chunky.Mercedes will launch the E-Class Cabriolet in Australia with two models, the 285kW and 530Nm 5.5-litre V8 E500 ($186,950) and the 200kW and 350Nm 3.5-litre V6 E350 ($139,950). A 1.8-litre turbo four-cylinder petrol version, the 150kW and 310Nm E250 CGi will arrive in May for $105,950 while a 150kW and 500Nm 2.1-litre four-cylinder turbo diesel completes the engine linup when it arrives in July."Demand for the diesel engines is definitely growing," McCarthy says. "In the SUV models diesel makes up the majority of sales while for the passenger vehicles it is up to almost a quarter of all cars sold."At the first Australian drive of the Cabriolet in Melbourne this week the Cabriolet's new comfort technology was given a stern test on a cold and wet Victorian morning. It passed with flying colours. There is a noticeable decrease in wind buffeting within the cockpit with the window-mounted deflector deployed and a consequent improvement in the ability to hold a conversation. It is not quiet, but it is quieter.While the comfort factor of the roofless E-Class is the wow factor being pushed by Mercedes, the driving synamics of the car are being allowed to slip quietly through ... and that's a mistake because this is one of the best examples of just how to make a convertible behave like a coupe.A coupe-like construction philosophy for the body — strength and more strength with a traditional b-pillar construction up to the waistline of the car, extra stiffening of the windscreen frame to rollover standard — which works in concert with the pop-up rollbars behind the passengers, and stronger chassis cross-bracing all culminate in an ability to toss the E-Class freely into corners without fear of body or chassis torque threatening to unload the wheels.The only engines on hand for test this week were the V6 and V8, of which the eight is certainly the pick for any with a need for power and deep pockets to match. The seven-speed automatic box is a good match to both engines, for differing reasons.In the V8 fat torque curve means that maximum attack is never too far away and the ability to dump a couple of ratios quickly gives the cabriolet a lightness of being that belies its rather hefty 1840kg kerb weight. In the V6 the call to action is not as immediate but the ability to cruise effortlessly in the higher gearing does mean the hit at the bowser is not as severe with an average combined economy of 9.8 litres per 100km seemingly very achievable.