Convertible Reviews

Convertibles are great when the weather is fine and you can drop the soft-top, but they have their issues that make them a compromise for everyday useThey're not very secure, or particularly refined. It's easy for a would-be thief to slash a gaping hole in a fabric roof and make off with your mobile phone, GPS, laptop computer or any other valuable item left inside, and a soft-top simply can't provide the same noise isolation a solid steel roof can.Car designers have been trying for years to come up with a folding metal roof that could deliver the wind-in-the-hair driving experience of a convertible with the security and refinement of a coupe or sedan.As far back as the 1950s they were playing with steel roofs that could be lowered out of sight into the boot, but they were clunky mostly unreliable things that could only be lowered when the car was parked on a flat, level surface.The breakthrough really came in the 1990s when efficient folding metal roofs began to appear. At first it was only more expensive cars that had them, the likes of the Mercedes-Benz SL/K sports car, which had a folding roof that worked a treat, but like all new things they have worked their way down the price scale and can be found on more affordable cars like the VW EOS.MODEL WATCHVW was producing convertibles almost since its inception. The Beetle cabriolet was a popular little soft-top, and still is with the classic crew, and the ragtop Golf was an equally popular car.  Arguably it still is, but the EOS took the VW convertible to a whole new level of sophistication with its folding metal roof.Like its soft-top forebears the EOS was a four-seater with a metal roof that delivered the security of a coupe or sedan when in the raised position, but at the touch of a button it could become an open- top car ready for that special wind-in-the-hair driving thrill.With the roof raised the EOS is a stylish coupe with pretty lines; when the roof is lowered and tucked away out of sight it becomes a sleek convertible with a rakish stance.  On the road the EOS was nicely balanced and responded quickly to steering inputs, while its ride was comfortable and compliant.VW offered the choice of two engines, a 2.0-litre FSi turbocharged four-cylinder that put out 147 kW and 280 Nm, and a 2.0-litre four- cylinder turbo diesel that boasted peaks of 103 kW and 320 Nm.The Transmission choices were a six-speed manual or a six-speed DSG automated manual 'box.  The list of standard features was comprehensive, and included auto climate-control air, cruise, central locking, power windows and mirrors, six-CD sound, leather steering wheel, fog lamps and park assist.IN THE SHOP VW build quality has come on leaps and bounds in recent years and that's reflected in the relatively few complaints that come to Cars Guide.  Mechanically they are generally robust and reliable, the bodies are well finished and stand up well to the Australian conditions, and the interiors are durable.The most common complaint Cars Guide receives about VWs concerns brake wear, and owners are often shocked to find they are facing a hefty bill for new disc rotors and pads even though their cars have done relatively few kays.At this stage the earliest EOS's have clocked up less than 50,000 km and are not showing any sign of serious flaws.  Make the usual checks for dodgy crash repairs, and make sure of a regular service routine.IN A CRASH ANCAP gave the EOS a four-star rating, which is a solid result, particularly for the time it was released.  It's packed with active and passive safety systems, including ABS antilock brakes, electronic brakeforce distribution, brake assist and electronic stability control for crash avoidance, with the backup of dual front airbags and side front airbags for when the steel began to crumple.AT THE PUMPBoth the petrol and diesel models are quite economical. VW claimed a combined fuel economy of 8.4 L/100 km for the FSi petrol engine, and 6.9 L/100 km for the turbo diesel.LOOK FOR . Classy coupe, sassy soft-top. Coupe security. VW reliability. Fun driver. Diesel economyTHE BOTTOM LINE . VW EOS offers all the fun of a ragtop with none of the downsides.RATING80/100

I was a fan of the old Z4 — it was a sportscar that had some traditional elements to it, rather than pandering to the masses. It may not have been classically attractive, but it was a bold looking device, with a proper soft-top joined later by the coupe. There were M versions of both, which very-much catered for the driver with proper hydraulic power assistance for the steering and not a run-flat in sight.A stint in an M-Coupe in Classic Adelaide a few years back reinforced the abilities, but the new model is here and has been accused of getting soft.Design The new Z4 carries the styling theme over but BMW has succumbed to the folding metal hard-top roof, beefing it up over the old model and increasing the glasshouse for improved vision as well.It offers the best of both worlds in terms of open-topped driving but the security of a hard roof for parking it places and not worrying about twerps with knives doing serious harm to the top.The drawback is that the boot, which isn't voluminous to begin with at 310 litres.But drop the top — a simple 20-second full-auto exercise once the fiddly rear luggage area's cover is in place — and the roof folds back into the loadspace, where there's barely enough room for the school bags at 180 litres.DrivetrainWe're in the 35, which is powered by the twin-turbo straight-six, with the seven-speed DCT, while the rest of the range has to make do with the optional six-speed auto. This engine is fast becoming one of the all-time favourites within the BMW range and in the automotive world in general, and nothing about its application here is going to change that.Driving Teamed with a double-clutch seven-speeder that is quick and clever, the new Z4 has no shortage of pace, but while electric power steering might tax the engine less for its assistance, ye olde hydraulics relays more information back to the driver.That's part of why it falls short of the old Z4 M Roadster for outright grin-factor — that car was a crackerjack ride and is sorely missed — but this one is easier to live with day-to-day from a driving perspective.The ride is decent thanks to the adjustable suspension system, which offers three levels — normal, sport and sport-plus, tweaking suspension, steering and pedal attitude to suit the driver's current desire. Sport mode leaves the stability control lurking in the background, something that can be an advantage for those brainfade moments when the outputs — particularly the 400Nm of torque on offer across most of the rev range — have been momentarily forgotten.Give the 35 too much right foot and the tail squirms, giving a solid hint of what it might do should a track day be in your diary.The top-spec model gets bigger brakes and a feature list that also includes cruise control with braking function, parking sensors front and rear, the aforementioned suspension system, all-electrochromatic mirrors, 18in alloy wheels, adaptive xenon headlights with high-beam assist and (for the first time in the breed's roadsters) the iDrive system.While some of the cars of a similar ilk and pricetag might lack the outright mumbo of the Z4, or the versatility offered by a folding metal roof.There's something missing from the Beemer that some of its primary opposition (of the same nationality) has more of — personality, soul, whatever you call it — but having driven the Audi TT S convertible I think I'd bank the difference, or tick some option boxes.Z4 sDrive35i Roadster Price: from $116,900.Engine: three-litre twin-turbo direct-injection in-line six-cylinder.Power: 225kW @ 5800rpm.Torque: 400Nm between 1300 & 5000rpm.Transmission: six-speed manual or seven-speed automated double-clutch, rear-wheel drive with electronic differential lock.Performance: 0-100km/h 5.2 seconds (DCT 5.1), top speed 250km/h.Fuel consumption/capacity: 9.4 litres/100km (DCT 9), tank 55 litres.Emissions: 219g/km (DCT 210)Rivals:Mercedes-Benz SLK 350 convertible, from $115,637.Audi TT S convertible, from $96,900.Porsche Boxster, from $114,800. 

I have a friend - yes, it's true - who is a keen cyclist and who, among other challenges, has circumnavigated Australia on his treadly.  Despite living some distance from the CBD, he cycles to his city office on occasions when the weather is fair and may take to the road on weekends for a bit of extra legwork.  Cycling doesn't imply that my friend practices financial restraint because when he gets out of the lycra he gets into his Saab convertible."I would never have a car with a roof again," he says. "It's just like being on a bike. You see more, feel more, hear more and I get to wherever I'm going without feeling captured, closed in and stressed. I even drive a bit slower."Which answers questions about the Sunday driving style of many convertible owners and specifically ignores all the potential downsides of sunburn and erratic hair.  Convertibles, above all, are sexy. Yes, sexier than lycra. And this, Aston Martin's latest DBS Volante which is the first to land in Australia, is the sexiest of them all.Sexy is subjective but I've yet to find anyone disagreeable about the looks of an Aston Martin. Then you just take the top off and voila!  But it's more than that. Technically this V12-engined machine is identical to the DBS Coupe and V12 Vantage and one rung up from the DB9 models.It's designed for grand touring with a fang on the side, a car that will cosset you and your lady on your weekender yet at a press of the accelerator, capable of baring its teeth. Its bite really is as formidable as its bark.Pricing and fit-outAt $535,350 (plus on-road costs) this is the Touchmatic version that loses the clutch pedal and gains steering wheel paddle shifters and a civilised approach commuting. The six-speed manual, wonderful though it is, may become hard work in traffic.  It's priced to shout loudly at its arrival on the street and just in case you missed its vision, there's that distinctive "active" exhaust system to rasp its symphony up and down your spine.The Volante is a four-seater according to Aston literature. But the only way a human could occupy the beautifully sculptured leather cocoon behind the driver is to remove superfluous limbs or adjust the seat until the driver's chest is pressing on the steering wheel.  For two occupants. it's a lovely piece of work. The rear seats are good for shopping bags and that leaves plenty of legroom upfront.The cabin is pure Aston and identical to the rest of the range. Only trim and colour defines the models and in the case of the DBS Volante, includes carbon-fibre door pulls and centre console mask and the remains of selected cattle.  The roof is fabric and for the new model - identified predominantly by the clear tail light lenses - is thinner. That means more room for your head but Aston assures does not increase the intrusion of exterior noise. For heaven's sake, isn't there enough noise going on under the bonnet and out the tailpipes?The boot is just a small carpeted box and instead of a spare wheel there's an aerosol kit and the telephone number of a tilt-tray truck.  Volante owners who can be bothered also get an anti-buffeting screen for days and nights when the roof is down. They will appreciate, however, that when the wind is modest the roof can be raised or lowered at vehicle speeds of up to 48km/h.You don't have to make a spectacle of yourself stopped at the traffic lights, even if you wanted to, because the roof action is surprisingly rapid.  Running your fingers through the automatic gearbox is simply a matter of pressing the relevant button atop the centre console, with individual cogs commanded by the paddles sprouting from the steering column.The fun starts with the "Sports" button set low in the console, positioned almost out of temptation and alongside the equally fearful switch that disarms the electronic stability and traction system.  With a hot 380kW V12 under the alloy bonnet, you would think there was no need for a Sports button. In fact, it doesn't produce more power it just sharpens up drivetrain components so it reacts quicker, spins further and sounds even more magnetic.The button defaults to the off position and was so sorely missed that I had to keep turning it back on, even if it was to exaggerate the exhaust howl.DrivingDiscovering the importance of the button meant spending a cool morning on a vacant track, flicking up and down the paddles on the left and right and letting the tachometer needle close in on 8000rpm.  It has brilliant handling, with a bite in the corners and the immense torque on tap for a slingshot exit.Despite its bulk and its price tag, it's a very easy car to punt and even driven hard shows little tendency to lose the plot.  Though the Volante is mechanically identical to its DBS Coupe sister, there are distinct characteristics.  It rides so well you'd never think it had 20-inch wheels. Harsh traffic bumps that upset similar cars are simply glided over in the Volante.As if appreciating that a roof-down car invites more noise, the Volante's exhaust starts with a burble and crackle and then softens to being almost inaudible at 2000rpm before waking the dead when the engine hits 4000rpm.  This interval is where a driver - not necessarily you or me - would coast through narrow suburban streets and motor gently down a busy shopping strip.Here it is seen but not necessarily heard. You and I, of course, would select first cog and get the engine over 4000rpm and do a slow but raucous parade to make ourselves noticed and value-add the price we paid for the car. And for $535,350, we'd be within our rights.ASTON MARTIN DBS VOLANTEPrice: $535,350Engine: 6-litre, V12Power: 380kW @ 6500rpmTorque: 570Nm @ 5750rpmPerfomance: 0-100km/h: 4.3 seconds, top speed: 307km/h Economy (official): 16.4 litres/100km, (tested): 21.5 litres/100kmTransmission: 6-speed automatic, sequential; rear-driveRating: 90/100Rivals: Bentley Continental GTC Speed Conv ($480,997) 88/100 Lamborghini Gallardo LP560-4 Spyder ($502,000) 91/100 Ferrari California ($459,650) 90/100 Mercedes SL65 AMG ($502,000) _ 89/1000

Everything important about the Porsche Boxster has been updated to give it more appeal in the market.  And in a world still obsessed with the financial crisis – whether or not we’re over it – that includes the price tag.The Boxster now rings the cash register at $113,000, and while that’s a sizable figure it’s just $4000 more than the car cost 10 years ago, with an added decade’s development and a whole lot more on offer.Drivetrain and changesThe new 2.9-litre flat six-cylinder in the Boxster develops 188kW at 6400rpm and 290Nm between 4400-6000rpm --  resulting in a 0-100km/h notch of 5.8 seconds and a top speed of 274km/h.  Porsche says the carryover suspension has been tweaked to give more dynamic handling combined with compliance for around town.AppearanceA new headlight cluster with separate reflectors is the biggest exterior visual clue to the latest Boxster, although there are also slight styling changes to the grilles and exhaust tips.The interior pretty much sticks with the previous version’s recipe, with the exception of the touchscreen stanav now being standard, and the seven-speed PDK twin-clutch gearbox being an option for about $6000.DrivingSlide into the cockpit of the Boxster and take in your surroundings.  Leather, big clear tacho, and sitting in the centre of the dashboard a handsome chronometer.  Look again and you’ll realise that the clock sitting up there is no timepiece; it’s a lap timer. Yeah, right.Foot on brake, turn the key and the 3.8 litre Boxster engine roars into life, then settles to a low gurgling.  Slide the gear-change into Drive, and you’re away.  Every time you use the throttle the car responds, the engine lets you know that it has more to give you.  The changes on the seven-speed PDK gearbox are lightning fast, and the steering is firm and responsive. This is a high performance sports car, yet it is surprisingly easy to drive and comfortable.Porsche have provided two ‘Sports’ modes for the Boxster as well as a standard mode.  Choose ‘Sports’ by pressing a button on the dash; the suspension stiffens up and the engine will spin to higher revs before each gear change.What this really means is that you are getting two cars for the price of one.  Press the Sports button at 80kph, and the purr of the engine changes to a growl, as the Boxster shifts from 7th to 6th.  Choose ‘Sports Plus’ at the same speed you’ll get a roar as the PDK selects 4th gear and the message comes in loud and clear: This car just wants to go fast.Around town the two sports modes are uncomfortable and unforgiving as the stiff suspension on city roads bounces you around, and the high revving engine is just too sensitive to the throttle. A few minutes in Sports Plus mode makes you realise that is the wrong setting for a trip down the road to the shops, but that the Boxster would be enormous fun on a track.  That lap timer might just be useful after all!

The race to get the top down for summer is hotting up, as Audi joins Lexus with a new-season Cabriolet. The droptop version of the A5 coupe comes with a traditional folding soft top, seats for four, class-leading luggage space and a choice of engines including a diesel.Pricing The A5 Cabriolet is also built to Audi's usual quality standard, weighs only 185kg more than the coupe, and is priced from $94,900 with a 2-litre petrol motor through to $112,500 with a diesel and $116,500 for a fully-loaded V6.That's a big hike on the Lexus IS Cabrio, from $79,900, but Audi Australia is expecting no trouble in shifting plenty of its new sunshine stars and really considers the BMW 3-Series as its only serious opposition.Soft top changes Work on the Cabrio began with the basic A5 body, which was then strengthened in all the important areas including the base of the windscreen and below the seats. Audi decided very early to go with a soft top, rather than one of the latest folding metal designs, for a range of reasons."There are lots of benefits. It is light in weight, fast to open and close, and best in class for luggage. Another benefit of fabric is we can have split-fold rear seats," says Audi's product planning manager, John Roberts.The top will operate up to 50km/h, unlike the Lexus which must be stationary, but Audi concedes the extra noise in the system by having an 'acoustic' top with an extra layer of sound proofing as an option and standard on the V6.Equipment The basic deal with the 2-litre engine is 155 kiloWatts of power, 17- inch alloys, keyless start, rear park radar, shift paddles for the auto and Xenon lamps; the V6 with 176 kiloWatts lifts the bar with 18- inch alloys, front parking radar, heated seats, satnav and wood inserts. All A5 Cabriolets have a seven-speed twin-clutch gearbox and quattro all-wheel drive as standard.Driving The A5 Cabriolet is a smooth operator. The roof works smoothly in as little as 17 seconds, the engines and transmissions are slick, the styling is elegantly effective and the quality as smooth as we expect from every new Audi.There will eventually be an S5 Cabrio with more punch, but the diesel and V6 both showed plenty of pace during a quick introduction drive. The best thing about the diesel, apart from the fact it is the only one in the class, is the strong surge of torque which makes driving easy. The cabin space is good and the boot is huge, with the advantage of the fold-down rear seats. It's definitely a winner over the Lexus in that area.But the Japanese car scores in the body. The Audi is reasonably rigid but you feel the smallest ripples in the road, with tremors through the seat and wheel, and there is no encouragement to go sports car quick in the A5.Still, few people looking at the A5 Cabrio are likely to be chasing a sports car thrill, and it's a smooth new way to welcome the coming summer.Audi A5 Cabriolet Price: from $94,900-$116,500Engines: 2-litre petrol, 3-litre turbodiesel, 3.2-litre V6Power: 155kw, 176kw, 195kwTorque: 350Nm, 500Nm, 330NmTransmission: seven-speed S tronic manu-matic, quattro all-wheel drivePerformance: 0-100km/h, 6.4-73sEconomy: 6.8-9.5L/100kmEmissions: 179-226grams/km CO2 

A small slice of spring sunshine cuts through the winter chill this week.It comes from the Lexus IS 250C, a droptop with a difference. Or two.For a start, it has four roomy seats. And it is relatively affordable with pricing from $79,900. And it proves again that Lexus really can do good cars, even if they don't have a BMW or Benz badge, when it moves away from Japo-bland.The hardtop convertible is surprisingly taut and enjoyable to drive, even if it could do with a bit more punch. And some extra boot space when you're running top-down.The C is the second stretch from the Lexus IS, following the grunty, V8-powered IS-F. It should have been the second and third, because the original plan was to build both a coupe and a cloth-roof convertible from the basis of the four-door sedan.But smart thinking, a bit of customer research _ and a second look at the budget _ showed Lexus that convertible customers really want a coupe which can do an origami transformation to open for the sun.So the 250C got the go-ahead and project boss Kiiechi Yoneda, a body expert who is also responsible for the carbon fibre work on the upcoming Lexus LF-A supercar, decided immediately to go for an inhouse roof job with three panels and electric operation. And an overkill on stiffening."Our development concept key word was 'open'. And we wanted to maximise the driving pleasure with the roof down," he says in Australia this week."As you would expect, we started the design from the top down. And all exterior parts, except only four parts - bonnet, headlamps, door mirrors and door handles - were designed exclusively for the ISC."So the second Lexus after the SC, a lamentable soft cruiser, is intended for people who enjoy driving and not just parking or posing.That's why it has - count them - seven body strengthening panels below the floor, a tail end set to minimise cabin buffeting, and a suspension system which has been comprehensively tweaked from the basic IS.There is a weight penalty of around 130 kilograms over the sedan, with 60 down to the roof, another 60 in reinforcement, and 10 kilos in things like the luggage cover and folding rear headrest.The mechanical package is familiar and proven, from the 153 kiloWatt 2.5-litre V6 engine to the six-speed sequential automatic gearbox and rear-wheel drive. Suspension is fully independent and there is anti- skid braking, ESP stability control and more.There are three models in the ISC lineup, starting with the Prestige and moving through Sports to Sports Luxury at $99,900. The numbers give the car at least a $15,000 edge over its realistic rivals, led by the BMW 3-Series convertible, and Lexus is talking tough despite only aiming for around 25 sales a month."I like to think our competition is just over-priced. Our pricing is not apologetic, it's realistic," says Lexus boss, John Roca."Unlike our rivals, we've long believed that consumers need simplicity in their ownership and purchase experience."DRIVING The ISC is a good car. It drives well with the top up and with the top down there is almost no shaking or wind rush.This comes as a major shock after the SC _ which makes the hairdresser's Celica look like a muscle car _ and because Lexus could easily have shortcut and cashed-in a price advantage over its European rivals from Audi, BMW, Benz, Saab and Volvo.Instead, the car looks different enough from a regular IS to turn a few heads, the quality is right on the button, there is good space inside and the droptop conversion is seamless and effective.The attention to detail even runs to an electric passenger seat which operates twice as quickly as a four-door IS, to make rear-seat access quicker and easier. And the back seat really has space for two adults.The car was even tested in Australia to check its dust sealing and rigidity, on a trip last year when Yoneda learned that blowflies do not taste good.Still, the roof will only fold when you are completely stopped and the top-down storage is not good. It might be as good as its rivals but it looks like you're short-changed when you lose so much from the top-up luggage space, and when Lexus admits there is a package for luggage in the back seat.The ISC gets along well enough, with a neutral handling balance and solid brakes, although the ESP steps in far too early in corners and the automatic gearbox still wants to take control with automatic upshifts when you want to hold a gear for corners.Sporty drivers would appreciate the 3.5-litre engine, which could be coming, but the 2.5 makes it a well-balanced package.The ISC feels like a coupe with the roof up and loses very little in strength when it is down, with just a minor tremor through the body over corrugations and zero loss of suspension control through bumps and undulations. There were a couple of minor creaks in the press preview car, but nothing which could not be cured with a visit to a Lexus-style technician.Best of all, when you put the top down there is only very minor wind ruffling up to 110km/h and you don't have to shout at your passenger.The new Lexus is a match for the best in its class on all the important convertible points and, for the price, it is a clear winner.Lexus IS 250C Price: 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

Byron Bay was the apt launch venue for the Peugeot 308CC this week. You can just picture the vehicle slowly promenading topless through the trendy shopping scene or by the beach with gorgeous, tanned blonde passengers in their oversized D&G sunglasses and their skimpy tops.But Peugeot Automobiles Australia marketing manager Richard Grant insists the new 308-based coupe cabriolet has more macho styling that will attract more male buyers aged over 40. Sure, it features some bulging panels and sporty rear diffusers, but it retains the 308 grille and headlights which have a more feminine look.Yet it also features the same spirited engines and driving dynamics of the 308 hatch and Touring.Platform and room At 1587kg kerb weight, the turbo manual is 44kg heavier than the 307CC and 185kg heavier than the XSE turbo manual hatch. However, with a slightly lower suspension setting and stiffer chassis it is every bit the driving equal of its main rival, the VW Eos.A big improvement is the amount of boot space, up 15 per cent on the 307CC, yet there is also a full-size spare under the cargo floor. Rear passenger room is still very limited, even though Peugeot has paid more attention to the +2 aspect with rear air vents and nicely contoured seats.Variants and equipment It comes in five model variants in CC and CC S trim with two power output versions of the turbo petrol 1.6-litre engine and the two-litre HDi diesel.Standard in the CC models are cruise control, stability control, rain-sensing wipers and rear parking sensors. The CC S adds leather trim (a $2900 option in the CC), electric heated front seats, tyre pressure monitors, 18-inch alloys, front parking sensors, Xenon headlights with washers, and Airwave and windstop ($1200 option in the CC).The Airwave is simply a heater which blows air on to the back of the neck of the front seat passenger and driver. The amount of air, heat and direction can be adjusted to suit conditions and the height of the occupant. It's a nice touch that you would expect in pricier models, and opens up the vehicle to be driven top-down through the cooler months of the year. However, the heater fan is a little noisy being so close to your head. The windstop can be hidden away in the boot and there it should stay as it's really not needed to reduce wind noise with the top down. It's rather quiet for a convertible.Another nice touch is the programmable remote key which can also lock the tiny glovebox and centre console so you can leave valuables behind even with the top down.Peugeot also boasts a five-star rating for passenger protection in Euro NCAP with its inclusion of six airbags, including twin side airbags in front plus pop-up roll over protection in the rear head restraints.The steel folding roof deploys in about 20 seconds using five hydraulic actuators and can be raised or lowered at speeds up to 12km/h. Unlike some of its competitors, it doesn't creak or groan when in the coupe position.SalesPeugeot Automobiles Australia general manager and director Ken Thomas believes they will sell about 300 this year; 165 petrol and 135 diesel with 220 CC and 80 CC S. In 2010 he predicts sales of 600 with 280 petrol and 320 diesel and about a third CC S.Driving The first glitch I noticed in the CC S with electric front seats is that if a passenger gets in the rear, the seat slides all the way forward, but then you have to stand outside the car and press the button to slowly roll the seat back before you can fit in behind the steering wheel. It's a common occurrence with electric front seats in coupes and it's annoying, especially if it's raining or cold and you have to wait those few seconds before getting in.Inside is a comfortable and friendly environment in the cabin, despite its quirky Frenchness. There is a fair amount of glare from the dashboard in direct sun and the white instruments are impossible to read on a sunny day. Obviously there are not a lot of sunny days in France.It also has short footwell for short French people. However, the steering column has good reach adjustment, so it's possible to find a good seating position unless you are a really tall supermodel.Peugeot has done a lot of work on noise, vibration and harshness to deliver a car that is very quiet until it hits coarse-chip bitumen and then the tyre noise and rear wheel arch drum become intrusive.Out on the road, it thrives on the juicy turbo petrol engine and meaty diesel powerplant. Handling is pin-sharp with good feedback from the steering wheel and no scuttle shake or rack rattle that plagues many other convertibles.However, corrugations did provide a bit of steering column shudder, but we're talking big corrugations around Nimbin where the council seems to have a very laidback hippy attitude to road maintenance.The French have done a nice job of updating their CC in line with the advances made in the 308 platform. It remains to be seen how many are captivated by its driving dynamics.Peugeot 308CC Prices (not including dealer and statutory charges): 308CC 6-speed manual, turbo petrol $48,990 308CC 4-speed auto, petrol $50,990 308CC 6-speed auto, diesel $52,990 308CC S 4-speed auto, petrol $57,990 308CC S 6-speed auto, diesel $59,990Engines: 4-cylinder 1.6 turbo petrol and 2.0 HDi turbo dieselPower: 110kW @ 5800rpm (1.6) and 103kW @ 6000rpm (1.6), 100kW @ 4000rpm (HDi)Torque: 240Nm @ 1400rpm (1.6), 320Nm @ 2000rpm (HDi)Economy: (combined l /100km): 7.5 (110k), 8.1 (103kW), 7 (HDi)Emissions: (g/km): 177 (110kW), 192 (103kW), 185 (HDi), Euro 4Transmission: 6-speed man and 4-speed auto (1.6), 6 auto (HDi)

Blank switch covers on the dashboard of a new car say something about the owner. It says: You are a cheapskate. You couldn't afford to buy the extras that come with the switches to fill these holes. So for the life of your car, they stare blankly back at every occupant and silently scream ‘cheapskate’.Thankfully, there are ways to fill ugly and embarrassing blanks in a new car's dashboard. Mini has found the ideal fitment to its Cabrio S Chilli, a model that frustratingly spent some time in my hands getting wet in a few days of winter rain.It is the ‘absolutely unique Always-Open Timer’. In plain English, it tells you how long the roof has been open and so important is this device that it sits big and proud alongside the tachometer. Why? Because, Mini says, ‘this unprecedented instrument shows the driver and passengers the time they have spent driving with the roof down, motivating the driver to really enjoy the thrill of open-air motoring as frequently as possible’.There are SO many things I want to say about this, but I'm going to be kind and just suggest that blank switch covers would actually be better looking, cheaper and serve a greater function.Drivetrain On a kinder note, the Mini Cabrio S is a gem. It's all to do with the bright, lively and even fuel-miserly 1.6-litre 4-cylinder, turbocharged engine that constantly lures the driver to revel in its prodigious torque and sweet nigh-revving exhaust note. The transmission is a six-speed manual — though an auto is available — which is equally as delightful and a joy to stir.The engine, also used by Peugeot in its 207 model, has already been voted as one of the world's best and for very good reason. If it has a fault it lies in the noise generated by the driver's active right foot.Body and space Don't think that the Mini is a small car. It's a scale model of the original 1960s creation but has been super-sized so it has proportions close to the Golf or Corolla hatch. That indicates room for four but in effect is a 2+2 with the children allocated in the diminutive, yet beautifully crafted, rear seats.The Cabrio gets a fabric roof with electric drive and includes a clever ‘targa-style’ setting that opens just the section above the front occupants' heads. Better is that this function can be opened and closed at speeds up to 30km/h. If the weather is inclement — as it was for the majority of this test — then Mini this year provides climate airconditioning as standard.For protection in a roll-over, there is a single-piece rollbar behind the rear seats that arises automatically in 150 milliseconds. I doubt if you'd need this. The Mini Cabrio — tested in its S Chilli version which adds more features plus the turbocharged engine — hangs on like a limit through the bends.Driving This is really one of the best fun cars — along with the Mazda MX-5 which incidentally is its biggest rival — on the market.The short wheelbase, wide track and sharp steering ratio make it go-kart accurate and with the ability to change its line through the corner. But the ride on the run-flat tyres is firm and sometimes harsh and usually noisy. It works well, however, on smooth bitumen. The Mini Cabrio S Chilli is a great package — at least from a drivetrain point of view.But the Mini demands sympathetic and well-heeled buyers. These are people who can live with its small cabin, hodge-podge switch and gauge placement and the unconventional placement of the windscreen somewhere near the headlights.It would never win any aesthetic prize. Like the original Mini, the speedo is a huge dinner plate disc in the centre of the dash. It is within easy view of any occupant and can become an issue if you pick a pedantic passenger. Toggle switches are placed — predominantly — in the centre of the dash and can be awkward to quickly locate.Then there's the stupid ignition key that has to slide into position one-way up and then a starter button has to be pressed. Too fussy! But I'm probably being too fussy myself. This is a style car and the function may be less important to its buyers.PricingIt's not cheap. Prices for the Cabrios start at a reasonable $39,800 but you have to fill in the blank dashboard panels so the option list can get a healthy work out. As tested, the car was $51,600. That includes the Always-Open Timer that told me the brief time spent with my head in the fresh air cost $2345.45 a minute. And that's a figure any owner would not want to gauge.Mini Cooper S Cabrio Chilli Price: $51,600Engine: 1.6-litre 4-cylinder, turbochargedPower: 128kW @ 5500rpmTorque: 240Nm @ 1600-5000rpmPerformance: 0-100km/h: 7.1 secondsFuel economy (official): 7.2 litres/100km, (tested): 8.4 litres/100kmEmissions: 171g/km (Corolla: 175g/km)Transmission: 6-speed manual; front-driveVerdict: 85/100Rivals: Audi A3 Cabriolet 1.6 ($43,900) — 87/100Mazda MX-5 ($43,850) — 92/100Lotus Elise 1.8S ($69,990) — 91/100BMW 120i Convertible ($52,900) — 88/100

The nine new models kick off with the release of the 308CC and end with the RCZ 2+2 Coupe in July next year.

There are sports cars and there are sports cars. Where once it was easy to define what a sports car was it’s no longer as easy with cars today. Where once a sports car was a stripped down, souped-up model with the emphasis on performance and handling, it seems today a sports car is anything with a folding roof.Toyota’s MR2, however, stuck to the traditional formula. The emphasis was definitely on the on-road performance, which makes it a great car for the enthusiast driver.MODEL WATCH The second generation MR2, the SW20, was the prettiest of the lot. While it evolved from the earlier Mk 1 there were none of the earlier model’s hard lines and sharp edges that dated it quickly. The SW20 was a pretty little two-door, mid-engined, Targa-topped coupe with well-balanced proportions that gave it an athletic stance. Its pretty lines have dated very well; it’s hard to believe it is 17 years old.But it wasn’t just a pretty face. The MR2 might have been small, but it was a pocket dynamo on the road. Its mid-engined layout gave it a balance that was close to perfect. With an agility few other cars could match, coupled with brilliant steering precision, the MR2 would swallow up a winding road like few others.The suspension was independent all round, the steering was rack-and-pinion, and the brakes were big powerful discs on all corners.Under the rear lid lay a cross-mounted 2.0-litre, 16-valve, double overhead camshaft, fuel-injected four-cylinder engine that punched out 117 kW at 6600 revs and 190 Nm at 4800 revs, all of which was channelled through a five-speed manual gearbox to the rear wheels. A 1994 update brought the GT and the ‘Bathurst’ special models. The engine for both boasted 125 kW at 7000 revs and 186 Nm at 4800 revs.Inside, you were cocooned in a tight cockpit, sitting in form-fitting sports seats, with everything within easy reach. There wasn’t a lot of storage space so you couldn’t plan on taking a lot of luggage on a weekend getaway.At launch the coupe came with alloy wheels, power windows, central locking, rear spoiler, fog lamps, high-mounted stop lamp, and AM/FM stereo sound. A facelift in 1992 brought larger 15-inch alloys, larger front spoiler, revised suspension, steering wheel, gearshift knob, and upgraded sound system. From 1994 the ‘Bathurst’ had alloy wheels, front and rear spoilers, power windows and mirrors, central locking, cloth trim and cassette sound. The GT was better equipped. It came with leather, cruise, fog lamps, power steering, remote central locking, and an alarm. CD sound was added in 1995. Air was an option.Toyota also sold a turbocharged model in some overseas markets. Any here will be grey imports rather than locally delivered cars.IN THE SHOP Most MR2s are owned by enthusiasts who take care of them, but look for signs of hard driving. There are enough around to be choosy so take the time to find a well cared-for car.It’s important to follow the Toyota service schedule. Do so and the MR2 will give little trouble, but stray from the recommendations and you risk problems. Toyota recommends regular changes of the engine coolant, but be careful to bleed the system properly when you do so. Airlocks in the system caused by not bleeding the system correctly will almost certainly lead to overheating and engine damage.The cam-timing belt should be changed every 100,000 km or five years, but the engine is a free-spinning design, so while a broken belt will leave you stranded by the roadside it won’t cause internal damage to the engine.The clutch is relatively heavy. Clutch life can also be short if the car has been driven hard. Generally it’s possible to get well in excess of 100,000 km from the clutch, but hard driving can cut that to 80,000 km or so. The gearbox is generally sound, but there are reports of notchy gearshifts. Using higher-grade oil in the gearbox is the fix most owners use.Tyre wear can be a problem. Front tyres tend to wear the inside edges more rapidly than the outside; the rears wear more rapidly on the outer edges than the inner.If considering a turbo check its history, as it will have been imported though the grey import scheme.IN A CRASH The fundamental safety weapon in a car like the MR2 is the chassis. One of its most endearing attributes is its razor sharp handling that gives the driver every chance of avoiding a crash. Powerful ABS-supported four-wheel disc brakes, big tyres and sporty suspension form a powerful primary safety package. The GT had a driver’s airbag.OWNERS SAY Shae Haefele owns a 1996 MR2 Bathurst model that has done 150,000 km. It lives in the garage through the week and comes out on weekends. He says it is quite powerful, but due to its light weight it’s also very economical. On average he gets 8.8 L/100 km. He says there is nothing like taking the MR2 for a drive with the Targa roof off on nice sunny day. The MR2 is really at home on winding roads, taking any corner with ease. With the mid-mounted engine, it really hangs on, and allows you to put the foot down on the way out, with total control and confidence. He also loves the driving, the comfortable seats and the location of the gear stick. In summary he says it is the ultimate driver’s car, and it has been very reliable.John Mares owns a 1993 MR2 that has now done 89,000 km. He loves the looks, the acceleration, handling, and the economy of driving it day-to-day. His dislikes are the rear tyre wear and the cost of servicing it. Like Shae’s John’s car has been very reliable.LOOK FOR • Pretty coupe looks• Great handling• Good performance• Economical running• Robust and reliable mechanicalsTHE BOTTOM LINE• Great looking sports coupe boasting brilliant handling and performanceRATING 75/100