Convertible Reviews

What price do you put on a smile? Not just talking monetary value, but also convenience, comfort and safety.I recently went into a tirade about another manufacturer who released a sports version of their convertible. It just doesn't make any sense. The engine and suspension are just too much for the compromised chassis to deal with. The laws of physics are just against it.Besides, isn't a convertible all about opening up to the warmth of the sunshine and the smells of the countryside as you amble along a country road? It's not about taking off the top and scorching through so fast you can't see, hear or feel anything except the bodywork shaking, rattling and rolling under duress.Then I jumped into the Mini JCW (John Cooper Works) Cabrio and my angry-old-man arguments exploded in my face. Here is a car that is way over-powered and over-sprung for its chassis. It should have me turning purple with apoplexy.Yet somehow I couldn't stop grinning every time I drove it. I even dropped the lid on one occasion and took my wife to the park for a twilight walk and put on a silly sparkly green hat for the photos. A Mini convertible can do that to you. They put a smile on your face, even when everything practical inside you is screaming 'this just doesn't make any sense'.Appearance and fit-outOur test came with silly GT stripes, bright chromed eyes like a cutesy bunny rabbit, lairy spokes 17-inch alloys and a chintzy JCW badge on its bum. Inside, there are the usual fiddly toggle switches, the school clock-sized speedo in the centre dash area and impossible-to-read instruments.The front sport seats are actually quite comfortable and it's not too difficult to get in and out. But there is next to no room in the back and forget about any cargo space. Thankfully the soft top folds down on to the top of the back deck, rather than taking up any more boot space. There are so many accessories and customisation options available, it is possible you can customise it into a unique model.DrivetrainThis one now comes packed with 1.6-litre twin-scroll turbocharged engine that pumps out 155kW of power and 280Nm of twisting torque on overboost. The poor old steering and chassis just can't cope. Plant your foot and it's like trying to wrestle a python. The steering wheel yanks and twists this way and that way while the chassis contorts, making the whole thing shudder and quake.DrivingIt's just ridiculous. Yet something inside me wants to giggle like a schoolgirl when it happens. So every time I got into this car I gave it the berries just to wrestle with it. I also discovered that if you suddenly released the throttle when the revs are about 4500rpm, you get a nice exhaust ‘woof’ as the unburnt fuel rolls out the back in a big glob. And with the top down it sounds even better. That's the sort of ludicrous and juvenile behaviour you tend to get up to in this car. And instead of passersby scowling, they look up, smile and wave.I'd still like a little more give in the suspension. It's just so uncomfortable. I swear you could drive across a manhole cover and read the words imprinted on it. Torque steer, bump steer, scuttle shake, rattle and roll, it's got it all. But it’s still fun. It's no surprise that Hertz calls the Mini convertible as 'The Hawaiian shirt of rental cars'. The JCW version adds GT stripes to that shirt.Mini John Cooper Works CabrioPRICE: from $56,900ENGINE: 4-cylinder/16 valve, with twin-scroll Turbocharger, 1598ccPOWER: 155Kw @ 6000rpmTORQUE: 260Nm from 1850-5600rpm (280Nm from 2000-5300rpm with overboost)ACCELERATION: 0-100 km/h in 6.9secECONOMY: 7.1L/100km (combined)TRANSMISSION: 6-speed manual

The latest Mercedes-Benz E-Class Cabrio comes with two nifty devices both designed to keep you snuggly warm on top-down winter nights.As if its patented Airscarf was not enough — and capable of blowing warm air over your neck — Benz now also has the Aircap as part of the standard equipment on the fresh-air E when they arrive in Australia in April to replace the superseded CLK droptop.The system works as a windbreaker to cut drafts into the cabin for both front and rear passengers. It uses a wind deflector that raises six centimetres above the leading edge of the windscreen to deflect the air flow and a net between the rear seats to reduce turbulence in the cabin. The system is so high-tech, using 211 individual components, that Mercedes has taken out 20 patents on the device.The chief engineer of the E-Class coupe and convertible, Christian Fruh, describes the system as ‘an isle of calm in the middle of a hurricane’. "It quite literally takes wind out of your hair," he says. And the Aircap also cuts noise in the cabin, as well as working with the automatic aircon — which knows when when the roof is up or down to adjust the heating or cooling to compensate.Apart from the draught stopper, the cabrio also gains a wealth of Mercedes-Benz safety knowhow. The company’s passive safety chief, Kai Visel, says it is as safe as the coupe.  "The rollover performance in an accident is the same as the coupe,” he says.To achieve that, the cabrio uses high-tensile steel, a traditional B-pillar construction, and heavily reinforced body structure that includes more robust A-pillars and twin rollover protection bars that automatically deploy for rear seat passengers. Visel says the car’s torsional rigidity is almost the same as the flagship two-seater SL.But there is more to the E Cabrio, with four new models for Australia — the first-up petrol V6 and V8 ahead of two four-cylinder models later in the year. First up is the E350 V6 and range topping E500 V8 in April to be followed by the E250 CGI petrol around June and E250 CDI turbodiesel arriving in July.The V6 cabrio will cost $139,950 while the E500 is $186,950, both a $12,450 increase over the E-Class coupe already on sale. The E250 CGI is tipped to be around $105,000 and the E 250 CDI around $135,000. But Benz says the higher prices for the E350 and E500 including $12,555 and $18,627 more value over the outgoing CLK droptop.Despite its higher price, the E-Class cabrio is likely to be shopping against the Audi A5 cabriolet and BMW’s 3 Series cabrio. Mercedes did well with the previous cabrio, as 39 per cent of CLK buyers chose the cabrio."We expect a similar level of interest for the new cabrio,” says Peter Fadeyev, spokesman for Mercedes-Benz Australia.Like the E coupe, the E350 cabrio gets a 170kW/540Nm 3.0-litre V6 and the E500 a 285kW/530Nm 5.5-litre V8. The E500 hits 100km/h in 5.3 seconds and has an electronically limited top speed of 250km/h with economy of 11.0L/100km.The E250 CGI has a 1.8-litre four cylinder petrol engine that pumps out 150kW/310Nm, delivering 7.8l/100km. The E250 CDI gets a 2.2-litre four-cylinder with 150kW/500Nm with 5.6l/100km. All four-cylinder models get a five-speed automatic while Mercedes' latest’ 7G-tronic seven-speed automatic will be standard on the petrol V6 and V8.Fadeyev expects the E350 to be the most popular model. However, after the experience with the E-Class sedan in Australia, he believes buyers could be swayed to the new petrol and turbodiesel fours."We’ll have to wait and see, but our customers are really warming to the new four-cylinder engines because they deliver plenty of performance without sacrificing fuel economy. The E250CGI could be the dark horse," Fadeyev says.Benz also claims coupe levels of cabin quietness and integrity. The four-layer acoustic soft-top helps reduce noise. The hydraulic roof is fully automatic, taking 20 seconds to raise or lower at speeds up to 40km/h. It lowers flush with the boot gets its own stowage compartment, with a retractable cover to separate it from the luggage area. With the roof closed the cover can be slid forward to increase capacity by 90 litres to 390 litres. There is also a ski-port for loading long items.Firstly, forget strong performance and that solid-as-a-rock Mercedes build quality. The talk is all about the E-Class cabrio's new-found feel good factor, thanks to Aircap and the potential for year-round open top enjoyment. It is so effective that it will allow top down motoring even in the darkest days of winter because it significantly cuts any turbulent air swirling around the cabin.The device works a treat. It doesn't entirely eliminate the wind-in-the-hair feel but makes cold weather driving a treat. Throw in the heated seats and Airscarf — which will remain an option for Australia — and the cabrio could lure coupe buyers who have never considered a softtop. Because it is changing the cabrio's aerodynamics slightly, the Aircap does eat a little into fuel economy but Mercedes engineers say it is a modest increase.As with the E-Class sedan and coupe, the cabrio is packed with safety and technology to justify the steep price tag. The four-layer roof is technological work of art. With the roof closed the cabin is as quiet as the coupe.After driving both the E250 CGI and E500, the V8 is the pick if you have the cash to splash because it works so well with the new seven-speed automatic and has a rorty exhaust note with the top down. But the turbocharged 1.8-litre four is certainly not embarrassed; it's quiet with a strong mid-range for overtaking and the five-speed auto's ratios are perfectly matched to extract the performance from the engine.The ride and handling in both the four and V8 is perhaps not as sharp as BMW 3-Series cabrio but slicker than the A5 cabrio. It can still double as a boulevard cruiser or swift mountain touring car.Thanks to the extra chassis stiffening, the cabrio resists scuttle shake and there is very little flexing over even the roughest roads.The cabrio has a slightly longer wheelbase than the CLK which liberates more cabin room, so both front seat occupants are spoilt for space and legroom. In the back, though, the stronger body meant moving the rear seats inboard so shoulder space is best described as snug. The rear seatback is also quite vertical but this means rear seat passengers sit slightly higher and have a better view out front.Visually the cabrio styling looks far more resolved and more youthful than the sedan thanks to the coupe-esque roof and short boot.

But the really important question is: what do women want in a car?Finding the answer keeps carmakers tossing and turning at night, because they are well aware that women choose more than half the vehicles sold in Australia. There are all the ones they buy for themselves, as well as the deciding vote on most of the ones bought by households.Sorry, fellas. It’s true. No matter how much you want that souped-up sports car, unless the head of household finances agrees you may as well back away from the vehicle now.One of the earliest attempts to deliver a car for women was the mid-1950s Dodge La Femme. It was actually a 1955 Dodge Custom Royal Lancer under the skin, but the Detroit designers camouflaged that skin as thoroughly as a make-up artist doing Vogue covers.The car was decked out in pink paint, with an interior covered in pink vinyl, set off by pink rosebud tapestry. And to show that this was not merely a cynical marketing exercise, Dodge kitted the car with accessories they thought reflected the growing independence of post-World War II women moving into meaningful career paths - a pink handbag complete with office essentials like a matching powder compact, lipstick case and comb.Sales estimates run as low as less than 1000 cars. And the pink panderer was quickly dropped from the Dodge range at the end of the following year.Australia’s own Carla Zampatti tweaked a Ford specifically for women in the 1980s, but whether it won women - with accessories including a hanging hook for handbags - is still open to question.However, Dodge and Ford weren’t completely on the wrong track. Women want a car to be stylish, but also practical. Luckily, these days there are quite a few vehicles that fit the bill – without playing the pink paint card. These are the best style picks for women today, from a woman's perspective, with the figures for the basic car.Don’t agree with these? Let us know what YOU think women want in a car in our poll at left.LIGHTMazda2Price: from $16,030Engine: 76kW/137Nm 1.5-litre petrolTransmission: manualEconomy: 6.4L/kmEmissions: 152g/kmThe baby 2 has cute and slightly edgy looks, is compact with usable space, and the long doors make it easy to get in the back seat. The auto will be preferred by most, but it adds to the weight of the little car.Close calls: Ford Fiesta from $16,990; Peugeot 207 from $22,490.SMALLBMW 1-SeriesPrice: from $38,900Engine: 160kW/270Nm 2.0-litre petrolTransmission: manualEconomy: 8.2L/kmEmissions: 190g/kmA pocket-sized entry in German prestige – without breaking the pocket. Looks stunning, an amazing amount of room, and great to drive.Close calls: Mazda3 from $21,330; Hyundai i30 from $20,390.MEDIUMFord MondeoPrice: from $31,990Engine: 118kW/208Nm 2.3-litre petrolTransmission: manualEconomy: 9.5L/kmEmissions: 227g/kmThe best thing Ford has brought to Australia in … ever, possibly. Enough space to make you wonder if you’ll ever need a larger car, elegant design and well built.Close calls: Mazda6 from $31,834; Audi A5 Sportback from $78,400.LARGEAudi A6Price: from $74,500Engine: 125kW/350Nm 2.0-litre petrolTransmission: automaticEconomy: 5.8L/kmEmissions: 153g/kmThere’s not a high chic quotient in this class - where the homegrown Falcon and Commodore lean more to aggressive styling - so the Audi’s restrained elegance makes it a clear winner.Close calls: Honda Accord from $36,381Mercedes-Benz E-Class from $80,900.PEOPLE MOVERHonda OdysseyPrice: from $46,166Engine: 132kW/218Nm 2.5-litre petrolTransmission: manualEconomy: 8.9L/kmEmissions: 212g/kmIn a class that’s dominated by lumpy boxes, the Odyssey is a sleek stand-out. It's low-slung, car-like and leading with a fashionable face.Close calls: Citroen C4 Grand Picasso from $39,990; Chrysler Voyager $60,990.SPORTYBMW Mini Cooper ClubmanPrice: from $36,600Engine: 88kW/160Nm 1.6-litre petrolTransmission: automaticEconomy: 6.8L/kmEmissions: 163g/kmA bonsai wagon with go-kart street cred and revamped retro lines, this one will get admiring glances from everybody.Close calls: Kia Cerato Koup from $23,690; Audi S3 from $69,100.CONVERTIBLEVolkswagen EosPrice: from $47,990Engine: 103kW/320Nm dieselTransmission: automaticEconomy: 6.0L/kmEmissions: 158g/kmThe EOS is streamlined and sophisticated, looks equally good with the roof open or closed – and has enough room in the back to get a couple of extra friends in for short trips.Close calls: BMW Z4 from $86,200; Lexus IS250C from $80,150. SUVHyundai ix35Price: from $26,990Engine: 122kW/197Nm petrolTransmission: manualEconomy: 8.5L/kmEmissions: 201g/kmThere’s heaps of practicality but precious little style in the SUV paddocks. But Hyundai’s new compact ix35 proves you can have both. Ultra-modern lines, trim shape and space to spare.Close calls: Jeep Wrangler (medium) from $31,590; Land Rover Range Rover Sport (large) from $99,900.

Nothing on four wheels can beat a Porsche 911 Turbo off the lights.  My right foot presses down hard on the throttle and the tachometer leaps to 5000rpm. The power of this Porsche 911 Turbo can be heard in the mechanical snarl from behind the cabin and the way it strains to be let loose.It's in gear, sport-plus setting engaged, but we're not going anywhere. Yet.  Ahead is nearly 2km of tarmac stretching into the haze of a 35C South Australian summer day. This facility at Tailem Bend, used by Mitsubishi when it was still making cars in the state, appears to be a half-built proving ground. There's this straight, a tiny tarmac loop and acres of not much else. Never finished, it's now neglected.Except today. Porsche has borrowed it to demonstrate the capabilities of its 911 Turbo.  This variant has been part of the line-up for 35 years, almost as long as the evergreen 911 itself, and sits at the pinnacle of the range. There are more extreme, track-focused 911s but this one, as either coupe or convertible, is meant for everyday use. No roll bars or fire extinguishers in here. Just lots of leather.The Turbo is in the middle of its model cycle but has just been extensively overhauled and, for the first time since 1974, gets a completely new engine. A larger, 3.8-litre unit replaces the previous 3.6 to deliver 15kW more power and 30Nm more torque. With 368kW, it now has nearly twice the output of the original.The new engine is also lighter, introduces direct fuel injection to the Turbo, and rethinks everything from the oil pump to the exhaust system.  It revs higher, but average fuel consumption of 11.4 litres per 100km is a substantial improvement on the previous best of 12.8.Of course the Turbo is all about performance and this is where the gains are most apparent. The company quotes a 3.4 second time from standstill to 100km/h, 0.3 quicker than before. The 0-200km/h time falls by nearly a second, to 11.3. I'm about to test those numbers out.I hold the car against the brake for a second or so and gauge the potency of what I'm about to unleash. The word "Launch'' appears in a small display in one of the steering wheel spokes and the Porsche product expert in the passenger seat warns that a launch control start can be "quite severe''. Even knowing this, nothing can prevent me being thrown back in the seat when I lift my left foot off the brake.The surface isn't as grippy as Porsche would like, but G-force jolt aside the way this car takes off is amazingly drama free. The all-wheel drive system can divide torque between the front and rear axles as required, and gets power down efficiently. The tyres are warm from previous runs and there's no wheel spin. All I have to do is keep my right foot pinned to the firewall.The tachometer climbs quickly from 5000rpm to 7000rpm then flicks back as the gearbox automatically shifts up, before repeating the sequence. The Turbo uses the seven-speed double-clutch transmission, called PDK, now available across the Porsche range, and changes gear with remarkable smoothness even under full throttle.Like the five-speed torque converter automatic it replaces, it delivers better acceleration times than the six-speed manual. The PDK now has the best fuel economy figures as well.  Here, I'm only interested in speed and the tiny speedometer goes in only one direction as the Turbo fast-forwards the horizon.There's no let-up. The 400m markers pass in a flash, then the ones at 750m and at 1km the car is still accelerating. That's my signal to brake, and I do. Hard.The run takes place so quickly it's difficult to take it all in. Radar measures my speed as 254km/h crossing the 1km mark, which is a rough guide. It's fast.  Back in one of the small service buildings there's a chance to study the telemetry from a special recorder inside the car that uses the global positioning system. It offers a wealth of accurate detail.The times are astonishing. Getting to 100km/h takes just 3.3 seconds and little more than 50m of road. By 400m, the Turbo is exceeding 200km/h and it's taken just 11.2 seconds to get there. From standstill, the car dispatches a kilometre of tarmac in 20.6 seconds. By any measure, these are supercar vital statistics. There is nothing on sale in Australia that a Turbo driver needs to worry about at the lights. Nothing on four wheels, at any rate.Even more remarkable, the times are repeatable, with two aboard, in the shade-less heat. Maximum speeds are almost identical on every run, with small variations in 0-100km/h times coming down to tiny differences in conditions, such as the weights of the various drivers. Unlike the launch control button on some sportscars, the Porsche system can be used all day. The engine remains smooth and completely unruffled.For knowledgeable onlookers, there are visual clues that this is a special 911, including huge tailpipes, a split wing and the word "Turbo'' spelled out across the rear. But none of the drama of a Ferrari or Lamborghini. For an owner, it offers relative anonymity compared with something red and Italian.Its performance doesn't compromise its useability, either. The 911 Turbo has talent at both ends of the performance spectrum. Around town, the tiger is a pussycat and the ride comfort, even on 19-inch wheels, is pliant enough for commuting.The interior is quiet for a sportscar, even refined at low-speeds and on smooth surfaces. The options list is long, but the cabin is anything but sparse.  Leaving Adelaide on the way to Tailem Bend, the city soon gives way to the twisty hills that play host to the annual classic rally - a favourite for Porscheowners. From behind the wheel of the Turbo, these can be dispatched at remarkable pace and with incredible ease.The variable turbine geometry that debuted in the previous model is retained here, and with the PDK gearbox, engine response is first-rate. The brakes are strong and the chassis engaging.What the Turbo conveys, almost immediately, is an immense reserve of dynamic ability combined with the intimacy of a driver's car. Few vehicles have as many trump cards in this suit.The test cars on last week's drive were fitted with all the latest tricks and as with many cars at this level, many of these have to be optioned in. Chief among them is the Sport Chrono pack, which for another $8590 brings the launch control function mentioned above, sport and sport-plus settings and an overboost to the turbochargers, which briefly raises maximum torque to 700Nm.This option also includes the active engine mounts that debuted recently in the 911 GT3. When pressing on, these stiffen to make the engine a rigid part of the car so that there is no unwelcome weight transfer in corners. Around town, the engine mounts allow a bit more "give'' for better ride comfort.The PDK gearbox is also an option but unlike the previous automatic, it now comes with a limited-slip rear differential. A new dynamic feature is Porsche Torque Vectoring, which actively enhances cornering ability by selectively, and momentarily, braking an inside wheel. It only comes into play at maximum attack.By the time you've added steering wheel gearshift paddles (new to Porsche), dynamic headlights and ceramic brakes (one of the more expensive boxes to tick at $20,590), the $360,100 starting price will be nudging $400,000.  However, a full-fruit Turbo still looks like a bargain next to its Italian rivals, which start much higher up the price scale and have an equally extensive options strategy.The twin aces of liveability and driveability makes the Turbo a favourite among 911 buyers, with 230 opting for the previous model over three years on sale here. Porsche expects no shortage of buyers this time despite a market still hung over from the GFC.PORSCHE 911 TURBOVehicle: Sports coupe and convertibleEngine: 3.8-litre twin-turbocharged horizontal six-cylinderOutputs: 368kW at 6000rpm and 650Nm at 2100rpmTransmission: Six-speed manual or seven-speed double clutch transmission, all-wheel drivePrice: From $360,100 plus on-road costs

Raised in the digital age, they expect to have 24/7 accessibility to their friends and family as well as the must-have iPods and internet savvy smart phones.  Their needs also extend to their cars. They want the latest in-car gadgets but in many cases are not prepared to pay for it, according to a JD Power survey published in the US last year.The survey of more than 19,000 car buyers also found that today's buyer expects standard features but may not necessarily use them.  About half of car owners surveyed us an auxiliary input jack for their portable digital music player in their vehicle, while about 20 per cent use a wireless FM transmitter.Almost two-thirds want the ability to listen to a portable digital music player through their vehicle's speakers, while 27 per cent say they want ‘smart’ phone music capabilities mated to the car stereo.Other findings show that 68 per cent of owners use their vehicle's in-car Bluetooth, compared with 47 per cent who have this feature but do not use it.Entertainment and connectivity related devices are among the most desired technologies for buyers, leading to companies like Ford introducing Bluetooth and voice activation controls as standard in its Fiesta LX and Zetec.To test the JD Power theory, Carsguide gave four Gen Y buyers an opportunity to try out several cars specifically aimed at them.  After spending a few days checking them out, they came back with some surprising findings.What Gen Y wants in a carSteering wheel mounted audio controlsPowerful amplifierSub-wooferMood-lightingMetallic finish dashboardPrivacy glassPersonalised seat trimAirbagsiPod connectivityUSB/CD/MP3 connectivityVolkswagen Beetle CabrioKatherine FirkinThis car looks so cute I easily got as much enjoyment out of seeing it parked in my driveway as I did actually driving it.  With its chic exterior and sleak styling, the VW Beetle Cabrio looks more like a fashion accessory then a practical mode of transport.Getting behind the wheel for the first time is a bit daunting, unless you're used to driving in a bubble.  The curved dashboard seems to stretch out endlessly, making it difficult to perceive the distance between yourself and the car in front of you.And like every good fashion accessory, what it adds in looks and style, it lacks in practicality.  The biggest shortfall is the size of the boot. The compartment is so small you'd be struggling to ever pack more then a plane's hand-luggage allowance, and trying to wiggle your bags in and out of the compartment is a nightmare.The visibility is also poor.  While you do eventually get used to guessing how much space is left in front of you, don't even try to reverse the car when the top is down.With the top lowered, rearward vision is almost totally blocked - which possibly explains why the car has such an outrageously loud horn.  Even with the roof up, over-the-shoulder visibility is still poor.Lowering the roof is also not as easy as you'd expect. It was disappointing to discover you have to muscle the roof on and off with a twist-and-rotate action - not the easy click-of-a-button motion I was expecting.But for all the difficulties getting the roof lowered, the drive well and truly makes up for it.  The Cabrio is relatively smooth and easy to drive.  Cruising along an open road with the top down is magic, and you can't help but notice admiring glances from other drivers.The stereo has good sound quality, and I was relieved to find an AUX port for my iPod and other bits and pieces.  The car also feels sturdy and safe, and seems to be fairly fuel efficient.The driver's seat is comfortable, although the same can't be said for your passengers - who'll either be squashed against the glove box in the front, or have their legs cramped in the back. It's certainly not the most practical car, but it sure is fun.  And if you value looks and personality over practicality - and who doesn't? - you'll be hard-pressed not to fall in love.LikesThe overall look and feelThe sound systemThe easy manoeuvrabilityDislikesThe tacky plastic flowers that come as standardThe poor visibility, especially when the top is downThe slight groaning noise the car often makes when you take your foot off the breakVolkswagen Beetle CabrioPrice: From $37,700Engine: 2.0-litreEconomy: 8.8 litres/100kmFeatures: Dual front and side head airbags, anti-skid brakes, air conditioning, electronic stability control, vase with flower, 10-speaker CD stereo, iPod adaptor, electric windows If you like this try this: Peugeot 207CCNissan MicraNathan Mawby‘THAT'S so cute’ are not words most guys want to hear about their car.  If the veiled snickering from the men I showed it to and universal adoration from the women are anything to go by, the Nissan Micra is definitely marketed at young female drivers.Having said that, guys, if you're prepared to embrace your inner-woman (just borrow a Dirty Dancing soundtrack before you hit the road and you'll be right) this is a car that will grow on you.  A ‘make-up’ mirror in the driver's side sunvisor left my hair looking the best it has in years and a surprisingly gutsy 1.4-litre, four cylinder engine (hello, fuel economy!) was versatile enough to zip around the city and hit the freeway.The first thing to note is that the Micra is tiny, microscopic even.  Perfect if you're going to be driving around the city, or inner suburbs - not so good if you're the designated driver and need leg room to stop back-seat fights.Meanwhile responsive steering helps with maneuverability in traffic, narrow lanes, the fast food drive-through and parking.  I even found myself seeking out the dreaded reverse parallel park in heavy traffic just for funsies!Thanks to clever design you can see everything going on outside the car - unfortunately that also means everything inside is on display.  Nissan balance this with clever hidey holes: a sliding tray under the passenger seat and the boot is completely concealed from the outside world.But if like many Gen-Y's you run your life from your iPhone, hiding the AUX port in the back of the glove box could present a problem when you have to sift through it to find your phone.  But no matter what you listen to, a robust sound system means you can listen to it loud - a necessity for Australia's iPod affected youth.There are few basic issues, sacrificing your masculinity aside, that give you pause, however.  No tachometer, having to hit a button to see the time (how many Gen-Y's actually wear a watch?) and no obvious temperature gauge probably won't bother the targeted drivers.The absence of side and curtain airbags as a standard feature should (they are available as part of the City Collection Option, though).  Sure there are "blokier" options out there - but if you picked one of them you'd probably have to give back that Dirty Dancing soundtrack...LikesManoeuvrabilitySound systemVisibilityDislikesNo tachometerNon-standard side and curtain airbagsGender biasNissan MicraPrice: From $15,990Engine: 1.4-litreEconomy: 6.8 litres/100kmFeatures: Four-speed automatic, Dual front airbags, anti-skid brakes, air conditioning, MP3 player input, CD stereo, front seat storage draw If you like this try this: Holden BarinaKia SoulTravis KennedyTaking a brand new Kia Soul for a spin was easy to accept - especially given the fact my regular drive is an old Honda Legend with 300,000km on the clock and the squeaks and creaks that goes with the longevity. I'm very much an A-to-B type of driver.  I rarely venture into long drives, unless I have to. The Soul is not the type of car that would normally appeal to me -- a bloke in his early-twenties, who would probably call it "a bit of a girl's car".  It's just not the type of car most hot-blooded young men would choose if part of the buying criteria was to turn the collective heads of the opposite sex.It won't: But I swallowed my pride and hit the road. Without overstating the obvious, the car is a bit of a box.  It's almost as if it has an identity crisis -- on one hand it looks like a 4WD and, on the other, it has small car aesthetics.It makes a bold impression on the road with its unique look and, interestingly, I noticed many drivers paying it quite a lot of attention.  The Soul is the perfect commuter, giving great flexibility moving in and out of bumper-to-bumper traffic.Parking is a cinch, but beware blind spots caused by chunky rear end of the car. They can be dangerous, especially when reversing.  The 1.6-litre diesel engine makes a noticeably loud chugging sound, but all is forgiven by its excellent fuel economy. The Soul handles well on the open road.It does lack a little instantaneous grunt, especially when on the freeway, but it's still zippy for most regular traffic situations.  The lack of cruise control is a little annoying.Inside, there is a surprising amount of room for the driver, but back seat passengers may struggle for leg room. The boot is small, but the rear seats fold flat to open up reasonable amount of space for most items.  Tech-savvy buyers will love the interior features - the inbuilt USB port for iPod connectivity and the rather punchy sound system are impressive.I like listening to my music loud and this system more than met my expectations.  The speakers also have red lights that pulse to the beat of the music or can be toned down to a softer-mood setting -- a little bit tacky, but it makes night driving more interesting.The Soul won't appeal to everyone and, being a young man, I feel it's more suited to the female market or middle-aged singles looking for a nippy, economical car.  It's a bit of a grower, though -- the more I drove it, the more it won me over.LikesHandles very wellEasy to parkEconomical dieselDislikesRear blind spotsNo cruise controlRear passenger leg room is less than generous.Kia Soul Price: From $20,990Engine: 1.6-litre petrol or dieselEconomy: 5.2 litres/100kmFeatures: Dual front, side and curtain airbags, anti-skid brakes, air conditioning, central locking, MP3 CD stereo with six-speakers, Aux/iPod input If you like this try this: Fiat 500Honda JazzAntonia MageeBeing at the upper end of Generation Y, I knew the Jazz VT-i was not for me as soon as I pulled onto Swan St, Richmond in pouring rain on a Friday night only to see several saturated people stop and stare as I drove past in the blazing yellow vehicle.I know that is just the colour, but I am part of an apparently fickle generation and the way the car looked was important to me.  On first glance inside though, the Jazz had everything a Gen Y driver would be looking for.The extra windows, huge windscreen and big dashboard made me feel as though I was in a much bigger car, the back seat was roomy and the boot was much larger than it looked.  The technology was on the pulse, with a MP3 plug for one's iPod and a quality stereo and CD player.And as one would expect from any car in the new generation of excessive paraphernalia, the storage space was excellent.  There are several pockets and holders for coffees, phones, CDs, iPods and sunglasses.It was also extremely nifty driving around the streets of the CBD and parking in a tight spot was a dream.  But the real test for me was when it was pushed to its upper limits.Four months after selling my own car I was, finally, able to hit the open road without relying on someone else to pick me up and drop me home.  After the impressive feel while driving around the city, the car was a tad unimpressive on the freeways of Melbourne. The problem was once I hit 100km/h.That is the speed limit, I hear you say, but the VT-i just didn't feel completely comfortable going even that fast.  The 1.5-litre four felt a little buzzy and in need of a sixth gear to cope. It made me feel like I was straining the car.There is no doubt it is fuel efficient around town - Honda says the 1.5-litre manual VT-i will sip 6.4 litres for every 100km - but the little hatch ran out of legs while out on the open road.  This could be a problem for a young person doing a long daily commute, but for a student or worker not having to travel too far, you would be hard pressed to go past the Jazz for a zippy, modern city car.It felt just a tinge tinny, but to be fair it ticks all the boxes for a $18,000-plus car. All in all, this would be a great inner-city run around vehicle.LikesExtremely spacious for a small carGreat for parkingiPod accessDislikesGrunt- just didnt have anyFuel efficiencyLack of legroom when driver seat pushed backHonda JazzPrice: From $16,990Engine: 1.3-litre or 1.5-litreEconomy: 5.8 litres/100km (VTi/VTi-S 6.4 litres/100km)Features: Dual front airbags, anti-skid brakes, CD stereo with MP3, auxiliary jack, air conditioning, 10 cupholders If you like this try this: Suzuki Swift

Move over Mercedes-Benz, backpeddle BMW, and just get out of the way Jaguar. The new Masser is about to hit town and it wants its day in the sun.  The tops are off and let the boulevard battle begin.This is the new and very stunning — Maserati GranCabrio, the open-top version of the potent GranTurismo coupe, which goes on sale in Australia in April for $338,000. That's $19,500 premium over the hardtop but that hasn't deterred 20 buyers who have already put their hand up for one. And numbers will be limited. Australia's allocation for the year is just 43 cars.Maserati has had cabriolets before, but the Spyders have all been two seaters. This is the brand's first four-seater and it's aimed directly at the American market Maserati gambling its prestigious brand combined with the extra seating capacity will prove a marketing winner.In Australia, true four-seaters, as against two plus two, are thin on the ground but Maserati is up against models from Benz, BMW and Jaguar for the up-market ‘fun in the sun’ dollar.  Maserati is counting on pulling power of the cabrio — the third model in its lineup behind the coupe and Quattroporte sedan — to drive it out of the global financial crisis to add even more sex appeal to the famous Italian brand.It does so in spades. This is adult-rated car porn; a cabrio to lust for. A car that should equally appeal to both sexes but for different reasons.It has performance, and it has style.  But the cabrio nearly didn't make it to market so early in 2010. Maserati's marketing director Massimo Farao hinted to Carsguide that the company, which has been regaining ground after years of financial losses, had considered stalling the launch because of the worldwide economic crisis."Sure we looked at it (delaying the launch) but decided to go ahead and introduce this new model. The global situation had a very serious impact on our markets but, with careful planning, we finished the year in the black. It was the right decision; the GranCabrio adds a third model alongside the Quattroporte and the GT to round out our lineup," he says.While it may seem an easy task to create the GranCabrio by simply chopping the roof off the Turismo, Farao says the task was not that simple. "We had to do a lot of work to strengthen the car because the cabin is so long," he says. "We did a lot of strengthening around the sills and under the car and we kept the weight difference (over the coupe) down to less than 100kg, which if you look at our rivals is a remarkable achievement."Defying modern trends, Maserati opted for a three-layered fabric roof instead of a folding metal lid, although the mechanism itself is very similar to that used by Ferrari in its California. The decision Farao says was made on tradition, style and practicalities. The soft roof allows for proper four seats and luggage space, albeit it's limited. Opening and closing the top can be done on the move up to 30km/h, taking 20 seconds plus another eight seconds to open or close the windows.The GranCabrio shares all of the underpinnings of the coupe, including the 4.7-litre V8 (323kW/490Nm) from the GT-S version and the six-speed ZF transmission from base model GT. It misses out on Maserati's lightening quick electro-actuated semi-automatic gearbox which can make gear changes in just 100 milliseconds. It's a safe bet however the high performance gearbox will feature in an S version of the cabrio which is believed to be under development and due in a year's time.And like the Turismo there is a downside: the V8 engine is thirsty at 23.9l/100km in the city and averaging 15.4l/100km (combined cycle) for a mix of urban and highway running. Nor is it clean and green, producing 358g of CO2 per kilometre. It's an area Maserati says is working on to improve for the next generation of cars, expected after 2012.While the lighter coupe is quicker over the standing 100km/h dash at 4.9 seconds and has a top speed of 295km/h, the cabrio shouldn't belittled. It's only marginally slower, at 5.3 seconds to 100km/h, and tops out at 283km/h with the roof closed and 274km/h with it open.At 2942mm, the new Maserati has one of the longest wheelbases on the market and uses the space to provide a luxurious Italian leather-bound. But it's not all good news. While Maserati says you can get two sets of golf clubs in the boot, the luggage space is compromised by the folding rag top. The same top severely reduces visibility to the rear quarter and rear headroom is going to be tight for anyone over 6ft.The cabrio's sensuous styling with its sleek profile is all thanks to Pininfarina, while Maserati also worked with Bose to design the audio system, tailored for open air driving.This cabrio also comes packed with safety features including multiple airbags, traction and stability control, the latest generation of anti-lock brakes with brake assist and a patented rollover protection system the hoops are electronically fired in less than 190 milliseconds. There's also an elaborate alarm system designed to deter thieves from pinching items from the cabin if the roof is down.Who would be mad enough to launch a cabriolet in winter. The Italians, who want their new model ready for summer, that's who.  To set the picture: The first snowstorm in 25 years blankets Rome as it spreads across Europe. Blocked roads, cancelled flights, stranded passengers sleeping at airports, chaos on the cobblestoned streets, Romans building miniature snowmen on the backs of their scooters. It's beak and freezing and we can't drive the car.The Maserati team take it on the chin. "Hey, we have built a beautiful car for summer," one quipped. And they have.  The following day it takes me exactly 11 seconds to make my mind up about that. That's the time it takes to circle the boulevard cruiser. That's twice as long as it takes for the cabrio to hit 100km/h from a standing start.Hey, this is supposed to be a cruiser not a bruiser, but a zero to 100km/h sprint time of 5.3 seconds for a car which weighs in just under two tonnes says Maserati means business. This is no show pony and the ride and handling show Maserati's development work in producing a car which soaks up the bumps but also allows flat cornering has worked a treat.Despite its stunning looks, there is no hiding the fact the GranCabrio is a big lump of a car. This is a high flying four seater first class lounge on wheels. But any cabrio is always going to be a compromise. Removing the roof creates enormous engineering problems to maintain rigidity, while storage of the folding room is going to rob luggage space. But Maserati has done a good job here.The rear pews are tight but comfortable and there is some boot space which is a bonus and there's little in the way of buffeting indeed the cabrio is so well protected the optional wind blocker is not needed..  The GranCabrio is two cars in one. Left in its normal settings it is a very capable cruiser. Push the sport button next to the steering wheel and it's a whole new ball game.Sport means the suspension becomes stiffer, the gear changes are quicker and, beyond 3000rpm, the V8 get a much deeper and louder note thanks to a small gate being opened in the exhaust which allows a free flow of gases, partly bypassing the muffler.  The engine note is nothing short of breathtaking.Deep, sonorous, sexy and mind-blowing with the roof down.  Like it. No. I'm in love with it.

At last, Lexus have come to the party with the new IS 250C – a folding hard top variant of the mid-size sedan. Pricing starts at $76,900 for the Prestige and tops out at $94,900 for the Sports Luxury.Exterior Lexus have done an excellent job converting the original design to incorporate the folding hard top. The chunkier rear end is the only obvious difference. But only the bonnet, headlights, door handles and door mirrors are carried over from the sedan. An extra 160kg of foldable roof and floor bracing have been added to weigh the car in at 1730kg. And that’s just the base model. Tack on another 20kg for the top version.Interior and equipmentThe interior is what we have come to expect from a luxurious Lexus. Supportive leather seats, quality six-stacker stereo, intuitive dash and steering controls, and push button start. There’s a raft of standard features … fully adjustable electric seats, cruise control, trip computer, parking sensors and headlight controls.Safety is a focus with a comprehensive airbag package, anti-lock brakes with brakeforce distribution, traction and stability controls and adaptive suspension.EngineThe Lexus IS 250C is powered by a 2.5 litre DOHC V6 that puts out 153kW at 6400 rpm and 252Nm of torque at 4800 rpm. It has a combined fuel economy figure of 9.3L/100km. An automatic transmission with manual mode gets power to the wheels.Driving – Karla PincottI’ll come straight out and admit I don’t like convertibles. And there are many reasons for that, the main one being that for decades a convertible body has often been a compromised afterthought – it either ended up being too jittery with ‘scuttle shake’, or too heavy to move around nimbly.But that’s admittedly old school thinking. Over the past few years with better use of lighter materials and high-tensile steels, droptops have improved. And the Lexus IS 250C is one that benefits from the recent technology. We were surprised at how well it behaved with the roof down. And while the metal top and the extra strengthening and equipment have added about 130kg over the sedan, it doesn’t lumber around.And the little creature is just so damned easy to live with. It’s a breeze to park, has enough snap to tango through urban traffic without getting flustered, and is not a bad cruiser for longer stretches outside the city. And it looks good too. It needs a bit more engine before it could really appeal to performance fans, however. The 2.5-litre V6 is more than enough for a chic sprint, but those who want to muscle around will want more.Likewise, in full auto mode the transmission keeps shifting up for economy when we’d rather stay in the current gear for performance. But it’s smooth and well-behaved over most roads so far, with the exception being a run of badly patchworked bitumen on the way south that sent judders through the cabin. Our other issue with the droptop is that with the roof open, the boot space shrinks to barely enough for a couple of overnight bags.And our only other reason for disliking the IS 250C has little to do with engineering. We’re not the type that is ever well-groomed enough to enjoy the kind of public display a convertible offers – attracts, even. No, give us a full roof, and add darkened glass behind which we can cower in all our unkempt frightfulness, I say.Driving – Jonah WigleyWith extra weight, acceleration is compromised. We found ourselves hesitating during overtakes and merges. Poor visibility, particularly out the back quarter of the car – due to the higher waistline on the convertible – was another factor that caused us to balk at times. Once at speed, however, the convertible was smooth and quiet – except for a little mirror woosh – and the throttle response at higher revs was a lot better than from off the line.The suspension set-up is great, so potholes and ruts were chewed and spat out. With the top down we could hold a conversation without having to shout, even while being treated to the satisfying syrupy growl of the tensed engine. The IS 250C poured in and out of corners at all speeds effortlessly – best using the paddle-shifters – but there were periods of noticeable body-roll. This is more a cruiser than a hyper sports car.We took issue with the height – and weight - of the doors. They were a good six inches above a comfortable elbow-rest level which was just plain annoying. And they were too damn heavy. And don’t try to put the top down at traffic lights. Lexus claims it takes less time than its competitors, but you will be caught short.Verdict75/100Lexus IS 250CPrice: from $79,900 to $99,900Engine: 2.5-litre V6Power: 153kW/6400revsTorque: 252Nm/4800revsTransmission: six-speed automatic, rear-wheel drivePerformance: top speed 210km/h, 0-100km/h 9.0sEconomy: 9.3L/100kmEmissions: 219grams/km

Style affects how you walk, talk, what you eat, who you count and friends, what you think and your possessions.  Ultimately, style appears to be all about you. But it is a trick. In fact, style is totally aimed at impressing everyone around you.Style is, therefore, not for everyone. Just the French.  So it shouldn't be a surprise that French car manufacturer Peugeot makes style on wheels that is designed to impress.  Peugeot's latest is the 308CC, a metal folding roof convertible that reeks of head-turning appeal. And style.It arrives as a young woman with a softly rounded wedge with narrow, stretched headlights and a steeply-raked windscreen. Impressive. Yet it departs as a matron disappearing down a hospital corridor with a rather round-bottomed, frumpy and overweight carriage.This juxtaposition shouldn't be derided, for part of the French style is incorporating some room for function. The bulbous tail is simply where the metal roof must hide away and still leave room for madame's luggage.  Of course, you don't see this when you're driving because the whole experience is there to impress others.Features rate highly and include the ‘airwave’ system that, like the Mercedes airscarf, blows warm air from the front seats around the front occupants' necks and shoulders. The front seats also hide side head airbags - a first in a production car - that helps the 308CC get the difficult five-star crash rating.But Peugeot hasn't taken it all away. The 308 chassis and drivetrain are a lovely combination that melds positive handling with a soft ride.  The engine is a sweet 2-litre turbo-diesel that is shared with other members of the Peugeot family. The CC represents the first time the words Peugeot, diesel and convertible have been in the same sentence.On paper the inclusion of the diesel appears detrimental to the CC's obvious sporty connotations. It shows a rather wimpy 100kW though the meaty 320Nm of torque at 2000rpm makes up for the loss.  In practice, the engine really makes the 380CC a desirable package even though acceelration isn't its strong point.It drives the front wheels via a six-speed sequential automatic - with steering wheel paddle shifters - that adds icing to the engine's appetising characteristics.Behind the wheel the CC - standing for Coupe Cabriolet - is an odd experience. There's an awful lot of pointy sheet metal out in front that you can't see from the driver's seat. The side windows are high and the seats are a bit low so you feel surrounded by metal. Even though you know the tail is a big, rounded appendage, frustratingly it isn't visible to the driver.What is visible is plenty of bling, from the chrome edging of the instruments to the bright metal gearknob and alloy foot pedals that reach a near molten state in summer. It looks great but combine that expansive windscreen and a hot day and the result will bake the cabin and fry your exposed body parts.That's exacerbated by an airconditioner that blows warm air for the first 10 minutes while the occupants wither like hot lettuce. There is a problem with Peugeot airconditioning units and this needs to be fixed.  That aside, the CC is one cool car. It gets heads turning and rewards its driver with neat and connective handling and an engine that pulls so strongly at low revs in every gear.The acceleration is reasonable but the real bonus of the diesel is the ability to quickly get the power to the wheels as the gearbox progresses up the cogs. This strength also slashes overtaking times.  Even better is that it's a quiet diesel and doesn't ruffle the convertible's image.The 308CC is sold as a four-seater but it's a bit tight in the back. It gets its portliness from the electric roof and the associated engineering needed to keep the chassis - unaided by a welded roof - from twisting.  That's why the handling is so good and the acceleration just so-so.But despite its faults, it's a lovely car. A car to be seen in and to be seen to own. Everyone will be so impressed.Rating: 84/100

As we — The Sunday Telegraph's elfin photographer and I — eased the Ferrari from almost completed new Elizabeth St showroom, one of the crew working on the joint gave vent to his disgust."There's another rich **** and his teenage girlfriend.''  Well, I suppose I should consider it a compliment that they thought we looked the part.  If $500,000 can get you into a spacious flat in an upwardly mobile Sydney suburb, that sum also gets you to the state's legal speed limit from a standing start in less than four seconds — and shreds your driver's license inside seven.The Ferrari California is the latest model to arrive in Australia from the fabled prancing pony marque after a year in which sales of ultra-prestige models braked hard, but in which even the big red light of the GFC didn't stop 104 Ferraris selling in Australia.  Though significantly down on the 163 that sold here in 2008, the new Ferrari is one of the just arrived or forthcoming models that is refuelling the desire of the five per cent or so of the population who can afford such things. The waiting list for the new California dream stretches past six months.Even in a second gear year, Ferrari's   sister brand Maserati sold 120 cars priced from about $270,000 apiece. While the ultimate brand, Rolls-Royce, sold ``only'' nine of its million-dollar plus land yachts in 2009, the arrival later this year of the so-called entry-level Rolls, priced around $600,000, is expected to at least quadruple sales of the world's most exclusive marque.Developed with the input of Michael Schumacher, the roaring V8 convertible retails at $459,650, though with onroad costs and an options list that's bound in a book 1cm thick, the average price of getting one out of the showroom easily surpasses the half-million mark.And while the California is not as intimidating as other Ferrari's, driving $500,000 of deposit taken machinery on Sydney's choked and crumbling streets is a forbidding prospect.  The California, said Edward Rowe spokesman for the importer Ateco, ``is a top end grand tourer that you can also take shopping''.Would you though?  This is also the same model in which a motoring journalist was clocked doing 236km/h, resulting in him losing his license and his job. At the world launch in Sicily some 15 months ago, we exceeded that on the autostrada. The California is capable of 310km/h — 200 more than the state's legal limit.So what is the point of having such a thing in city where the roads are crumbling, the traffic choking and more people were been killed on the state’s roads last year than in 2008?Though driving this car in Sydney is the equivalent to reigning in a wild horse, or more accurately 460 horsepower, it would, Rowe claimed, fit through a McDonald's drive through.And so it can — just so long as you're cold-sweatingly cautious of the 20-inch alloy wheels, the four of which are worth the price of a decent used hatchback, encased in tyres each of which costs upwards of $600.  Reverse parking 4.5m by 2m is also calculated to open the pores. Even speed bumps give you pause, to say nothing of most driveways — you might want to have yours purpose-built to avoid painfully expensive scrapes, as you should a triple locked and alarm-fitted garage.Return the Ferrari having left it on the street for any length of time, and it's likely to be festooned with gawkers taking snaps. On the whole, the best solution might be to delete a few options a buy a lesser vehicle - say a Maserati Quattroporte - for doing the daily grind.All the caution in the world won't stop your joy toy with its operatic V8 being grazed by resentful glances.There's something about wealth this conspicuous that needles the already-irascible Sydney motorist the wrong way.Let you merge? No way. Cut you off? A pleasure. Tailgate you (or attempt to)? All the way.  And while in its home country, the driver of the humblest car greets the Italian aristocrat with manic gestures to give it some right boot, here it tended to be saluted with upright middle fingers.It's part of the price you pay — but if you've $500,000 to drop on a Ferrari and a seemingly-mandatory trophy girl in the passenger seat, you won't much care.

It's raining hard as the flight touches down in Sydney. On any normal day that would be a zero problem, and very welcome wetness, but this is not a remotely ordinary day. This is The One Day. A Ferrari California is waiting. It's now or never.Organising the one-day romp in the striking Italian droptop has taken months and for weeks I have been wondering how the new-age Ferrari convertible will feel and how it will stack up against other fast-and-dangerous cars I have driven through 2009 including the Nissan GT-R and Lexus LFA. And now it's raining ...The California has been around for a while in Australia, famously starring in a 231km/h romp near Perth that saw the car impounded and its motor writer driver hit with a monster fine and knock-on job losses.But its popularity means there is a waiting list stretching into 2011, despite a pricetag of $472,000 before on-road costs or insurance. Or any of the extra stuff from Carozzeria Scaglietti Personalization, which can tweak a Ferrari to look even hotter or go even faster. The reasons for the popularity are as obvious as the Ferrari badge and the folding hardtop roof over the two-plus-two cabin.The California hits a lot of firsts for Ferrari and its owners, from the front-mid mounting of its V8 engine to the company's first twin-clutch seven-speed gearbox, multi-link rear suspension, and an all-new engine with 338 kiloWatts and 485 Newton-metres of torque. It also comes standard with carbon-ceramic brakes and the sort of creamy smooth leather that has become a signature for the brand.The body was designed by Pininfarina, like so many Ferraris, and the folding roof — made from aluminium, like the rest of the body — will do its work in just 14 seconds.The California is officially a grand tourer, which means Ferrari has put the emphasis on easy driving and luxury. That explains a gearbox which can be a light-and-easy auto, as well as back seat spaces complete with child seat anchorages, and even the satnav.The GT focus also explains the name, which taps the likely home for many cars and also a Ferrari from the 1950s. An original California once owned by actor James Coburn sold for $11 million in 2009.But the dash is still dominated by a yellow-faced tachometer reading to 9000 revs and Ferrari's Manettino and F1-Trac systems are also fitted. The Manettino allows the driver to choose the way the car responds, right up to track maps, and the F1-Trac ensures maximum cornering grip in all conditions.As I first catch sight of the racy red California its top is up, the smiles are down, taxis are everywhere and - just to make things really tasty - a bus strike has created gridlock chaos in Sydney as I roll away from Mascot to form my first impression.So, how does it feel? The first two kilometres are great and the car is surprisingly taut, beautifully sumptuous, nicely equipped and very, very easy to drive.The California is quiet and relaxed, actually. There is even a cruise control and a digital speedo.It's not remotely what I had expected but that's not a bad thing. In the past, Ferrari has been a name to conjure memories of grumpy engines, on-the-edge handling and quality which is ... well, sometimes about as good as an old secondhand Fiat.This California is different. And that has to be good. Everything works and works well, it has look-at-me styling and a cracking V8 engine note that could only come from a Ferrari. The boot has taken my luggage relatively easily and I notice the child seat anchorages in the crimped rear buckets.I settle in as we rumble towards the outskirts of Sydney and some favourite driving roads. It's still damp outside but I take the top down and there is surprisingly little wind noise or ruffle, and the spots of water flow straight over my head.So now it's time to get serious with this Ferrari. As I chase the redline for the first time the car delivers with a hard- edged sprint and an explosion of sound that includes a howling V8 rasp, a whip-crack bang for each paddle-triggered upchange, and a deep bass note as it takes the next gear. This is a brilliant soundtrack and the scenery rushes towards me. It is still damp yet I can believe Ferrari's claim of a 0-100km/h sprint in less than four seconds. But I have zero intention of trying for the 310 top speed ...As I spend more time in the California I become more confused. It's a Ferrari, but not the way I know them. It is relatively smooth riding, the engine is calm and refined, and the seat is comfy and the controls are easy to use. Ok, the boot is super-heating my luggage thanks to the exhaust pipes and it's guzzling fuel at around 16L/100km, but those are little things.So I find a couple of corners. Now the California shows it was designed for California. It has gobs of power and brakes incredibly late, but it is not as edgy or responsive as other Ferraris I have driven. Push too hard and the nose runs wide, but the latest electronics means the tail end never gets nervy despite the wetness. It also sits down a lot in the tail, improving traction but cutting response from the nose.Then it hits me. The California is one half of a Ferrari double-act deal, sliding in ahead of the new 458 Italia to ensure the company has something for everyone. Well, everyone with a $500,000 budget. The droptop is a softer car, built for cruising and relaxing trips. The 458 is designed to satisfy a need for speed.So, is the California a Ferrari dream machine. A sensational 10-out- of-10 winner? Not for me. It's tasty and special but I cannot stop myself from thinking it's a hairdresser's car — some sort of Italian supercar Celica.This is worrying, and not just because of the reaction I know will be coming from Ferrari, but I also know it is just the sort of Ferrari the world has wanted for a long time.The California satisfies the badge snobs and does it in a way that is — by Ferrari standards, anyway — as efficient as a Toyota. It's a car you could loan to anyone without every worrying that it will turn nasty on them. That makes the California a definite winner. And a Ferrari for everyday use, not just Sunday morning sprints.RivalsLamborghini Gallardo convertible - $515,000Mercedes-Benz SL 63 AMG - $409,000Porsche 911 Cabrio - from $247,100