Convertible Reviews

By all measures the Porsche Boxster was a brilliant car. It was fast, handled superbly, yet was still comfortable and refined, but that wasn’t enough for die-hard Porsche enthusiasts who panned it for being insipid and plastic.Stung by the criticism Porsche swung into action and soon produced the Boxster S, an evolution of the original mid-engined Boxster that had the sort of edge Porsche fans were longing for.MODEL WATCHGiven its current success it’s amazing to think that Porsche was teetering on the brink of bankruptcy 20 years ago.Then, it was a one-dimensional car company producing an expensive high-end sports model that was going nowhere. Company bosses knew it had to expand or it would die, but how to achieve that expansion without losing the very character that made a Porsche the great and classic car that the 911 is wasn’t clear.The company’s first attempt to expand its model range, with some credible front-engined sports cars, proved a disaster. There was nothing wrong with the cars, it was simply that Porsche enthusiasts refused to accept them as real Porsches and wouldn’t buy them.The Boxster was the second attempt. This time the new car line was much more Porsche-like and was a rip-roaring success with everyone but the die-hards.While it looked like a scaled down 911, and shared a number of body panels, the Boxster was very different to the iconic 911.It was mid-engined instead of rear engined, and its engine was water-cooled rather than relying on air to keep it cool.The key was that it didn’t go too far from the Porsche formula. Its looks were in keeping with Porsche tradition and anyone who got behind the wheel found a car that had all the performance you could wish for in the real world, handled like it was on the proverbial rails, and drove sweetly when put to the task in traffic.It was the perfect compromise for anyone who wanted a sports car, but not necessarily one that would induce a nosebleed simply by looking at it.The S came in 1999 and was an attempt to inject a little more excitement into the Boxster for the Porsche die-hards who reckoned the Boxster was perfect for their wives to drive, but wouldn’t dare being seen in one themselves.Put simply, the S accelerated faster, had a higher top speed, and more dynamic handling, better stopping power, and better active and passive safety than the regular Boxster.Its six-cylinder engine was 3.2 litres and put out 185 kW at 6250 revs and 305 Nm from 4500 revs.With the right foot buried in the carpet it would accelerate to 100 km/h in less than six seconds and reach 260 km/h if pushed.Behind the larger engine lay a six-speed manual gearbox, or if optioned up, Porsche’s sporty Tiptronic auto.To keep up with the new performance the Boxster S had firmer springs and shocks, distinctive 17-inch alloy wheels, and large disc brakes on all corners.IN THE SHOPLittle generally goes wrong with Porsches; they are remarkably robust and resilient. Stories abound about Porsches with very high miles and still going strong.At the same time there are many that do few kays. They’re held in reserve for that special day out when the roads are dry and the sun is shining, but they will survive very well if driven daily.Have your chosen car checked over by a Porsche specialist to make sure all is well just the same.It would pay to find someone well qualified to service your car and get on friendly terms with them. That way you will save money of servicing costs.Aware that its parts prices were high Porsche made a conscious effort to contain them with the Boxster and you find that things like headlights, guards and door panels aren’t as expensive as you might think.IN A CRASHA stiff, strong body, underpinned by an agile chassis means the Boxster has good crash protection.Nimble, responsive handling means it can get out of danger if driven capably, its big powerful brakes will get it stopped when threatened, and the body structure will stand up when all is lost.If it happens to roll over the A-pillars are designed to stand up and give it the same level of overhead protection as a coupe.Add to that the passive protection of dual front and side airbags and the Boxster’s crash protection is good.AT THE PUMPDrive it hard and the fuel consumption will increase, but driven normally the Boxster is quite frugal for a sports car.Porsche claimed the Boxster S would do around 10.5 L/100 km on average in manual form, the auto a litre more.LOOK FOR • Badge cred• Superb handling• Exhilarating performance• Robust and reliable• Comfortable and refined• Tractable in trafficTHE BOTTOM LINE Not a cheap buy, but good value for money, and there are few better sports cars if you can scrape up the cash.RATING 85/100

The Porsche 911 is a triumph of persistence over perfection. By rights it shouldn’t have worked at all with its air-cooled engine slung out behind the rear axle the way it was, but determined development by Porsche over many years turned the ugly duckling into a graceful swan.Ferdinand Porsche championed the concept of air-cooled rear engines slung out behind the rear axle in a way that led to a pendulum effect when cornering that made his famous VW Beetle and the early Porsches a real handful if pushed to their handling limits.The Porsche family stuck true to Ferdinand’s formula and with endless refinement and improvements in technology made the iconic 911 sports car a true classic revered by petrolheads all round the world.The 911 replaced the 356 in 1964 and the process of evolution was well underway. The 911 3.2 was one of the early signs of what was to come from Porsche; it was bolder, more aggressive and more powerful than the more modest models it followed.Now, almost 25 years old it’s one of the most affordable ways of acquiring a classic Porsche badge.MODEL WATCH In the 1980s Porsche enthusiasts feared the 911 would be killed off by a management determined to enter the mainstream with a series of new models with a water-cooled engine at the front and refined handling of the sort never thought possible with a Porsche badge.The 924 was a rather insipid attempt at appealing to the masses, the 944 was better, while the 928 was a much-underrated supercar. None, however, appealed to the die-hard Porsche enthusiast who couldn’t accept anything but a 911 as a real Porsche.While those front engined models have gone to the great automotive graveyard in the sky the 911 has gone from strength to strength and the company has succeeded beyond even the wildest dreams of the management in charge in 1984 when the 911 3.2 was released.Even today’s 911, a vastly different car to the original 911, has a family resemblance that is unmistakable. Every 911 has retained the 911 ‘look’ even when it’s been heavily altered.The 3.2 looked like a 911, but was subtly different to the cars that went before it. Its lines were bolder than those of its predecessors, and you could have it with the wide body of the Turbo for the ‘Turbo look’.Power came from a 3.2-litre version of the flat six-cylinder engine that was so familiar in the back of previous 911s. It had electronic multi-point fuel injection and electronic engine management and produced a healthy 170 kW and 284 Nm when at its peak. Coupled to a five-speed manual — there was no auto option — it was capable of racing from zero to 100 km/h in 6.1 seconds and had a top speed of 245 km/h.By 1985 exhaust emission limits were having an effect and it was fitted with an air pump. A year later, when Australia went to unleaded fuel the air pump was deleted, but it got a catalytic converter and was detuned to 155 kW.A new stronger gearbox came in 1987, which delivered smoother shifting than the rather stiff shifting Porsche ’box it replaced. At the same time the clutch was changed to hydraulic actuation and the whole gear changing experience was changed for the better. No longer did you need massive muscles to swap cogs, it was a much lighter and more pleasant experience.The following year, 1988, saw engine power boosted to 160 kW with the availability of 95 octane unleaded fuel. Porsche offered the 911 3.2 in a choice of three body styles, coupe, cabriolet and Targa, and in 1985 made the wide body available. In 1987 all were fitted with front spoilers and the wild whale tail rear spoiler.IN THE SHOP Porsches are generally bulletproof, not a lot goes wrong with them even when they get up in the kays as many of them now are. Watch for smoke from the tailpipe under acceleration, which can mean worn bores and oil is getting past the rings. Porsche introduced hydraulic cam timing chain tensioners on the 3.2 and these are much more reliable.The Porsche interior, like all European interiors of the time, suffers under the Aussie sun, and this can lead to cracked and buckled plastics and torn trim. Cabriolets and Targas are more prone to interior damage because of the greater exposure to the sun.It’s important with all cars of the age of the 3.2 to carefully check for evidence of crash damage. The odds of any car of that age being in a crash are high, so it’s worth spending extra time making a thorough check.IN A CRASH Built before the advent of airbags and the like the 3.2 relied on its chassis to get out of trouble. The brakes were powerful, without ABS of course, and stopped the car efficiently. Porsche handling was always the subject of much discussion, and it’s worth getting some experience behind the wheel before pushing the 911 to its limits.AT THE PUMP It’s arguable that a Porsche driver is overly concerned about fuel economy. Most only drive their cars on sunny Sundays and then they rarely go far so the cost of their fun motoring isn’t very high. For what it’s worth the 911 3.2 should get 11-13 L/100 km on average driving, but push it hard and that will markedly increase.LOOK FOR • Porsche cred.• Cheap thrills• Robust mechanicals• Dodge imports• Be wary of modified cars• Great driving fun• Classic Porsche looksTHE BOTTOM LINE It’s almost 25 years old, but the 911 3.2 is an affordable classic that still looks as fresh as tomorrow.RATING 85/100

The SL is the hero model in the ’Benz range. It was when it was introduced in the 1950s and it still holds a special place in the hearts of Mercedes-Benz aficionados today.In the Mercedes-Benz lexicon SL literally means “lightweight sports”. It was an apt description of the 300 SL that began the line, but by the time the 500 SL was launched in 1990 it was anything but light.A more apt description of the 500 SL perhaps might have been “luxury sports”, but it was still an awesome two-seater sports car and ranked among the best in the world at the time of its launch.MODEL WATCH At the time of its launch the 500 SL was the first open top roadster released by Mercedes-Benz for 18 years and was an instant hit in Europe. The success was repeated here when it made these shores, and the first four years of supply was quickly spoken for as SL fans lined up for a slice of history.Australia only got the big-bore quad-cam V8 model, and it came loaded with everything from traction control to an electrically adjustable interior rear view mirror. It shared the top spot on the ’Benz totem pole with the S-Class sedan, but the S-Class could never approach the SL’s blend of style, performance and status.The 500 SL was impressive from every angle, and like all great sports car it looked capable of going fast even when it was parked outside the café as its owner sipped a latte inside.It was to be Mercedes’ sports car for the 1990s and as such couldn’t date quickly. Look at its sleek, lithe lines today and it’s clear that the 500 SL’s designers met their brief perfectly. Almost 20 years after its launch, it still turns heads like few cars can.The 500 SL was a complex car. As the Mercedes-Benz flag-bearer it pushed the boundaries of contemporary automotive engineering and packed the very latest technology available at the time.It came equipped with a clever power folding roof, an automatic rollover bar that sprung into place when it seemed you were about to turn turtle, there was traction control to keep the wheels from spinning, and the seats boasted automatically adjusting seat belts.The 500 SL was a surprisingly big car, a message that came through loud and clear when it was driven over a weighbridge. It was longer, wider and taller than its predecessor, and weighed in at a whopping 1770 kg.The suspension was fully independent with struts at the front and a five-link system at the rear; the brakes were disc front and rear with ABS keeping a watchful eye on them to prevent lockup, and the steering was power-assisted.Under the elegant bonnet lay a fuel-injected double overhead camshaft 5.0-litre V8 that put out 240 kW at 5500 revs along with 450 Nm at 4000 revs. The V8 was linked to a four-speed automatic transmission; Mercedes didn’t offer the buyers of its premier sports car the choice of a manual gearbox.Despite its considerable mass the 500 SL still packed plenty of performance. When the taps were opened to their maximum the 500 SL required a little over six seconds to reach 100 km/h, but it really came into its own on the open road where it would run all day at its electronically-limited top speed of 250 km/h.It also had impressive road manners. It was sure-footed with big low profile tyres on 16-inch alloys, rode comfortably and was finely balanced with a damping system that lowered it by 30 mm when it was travelling at more than 120 km/h.IN THE SHOP The 500 SL was a technically advanced car for its time and for that reason needs the care of a trained specialist with a thorough knowledge of the technology and experience in keeping it in good fettle. Generally the 500 SL was well built and this reflects in its on-going reliability, but they are now getting on in years, if not in kays, so the chances of something going wrong are getting higher.Before laying out any of your hard-earned cash have an inspection conducted by an expert who can give you a comprehensive report on a car’s condition. Be wary of imports, and there are quite a few from Europe and Asia that could well have been subjected to some pretty tough climatic conditions before they landed here. Local cars are more likely to have done fewer kilometres and housed in secure garages out of the weather, so they make a much more compelling case than cars with little known history from parts unknown.IN A CRASH Few cars in 1990 had an airbag, but the 500 SL was one that did. There was an airbag for the driver, and the ‘pop-up’ rollover bar provided protection in the event the car rolled over. It also boasted ABS, traction control, and the self-lowering suspension for an impressive dynamic safety package.AT THE PUMP A heavy car powered by a large capacity, highly tuned V8 engine is not a recipe for great fuel economy, but 500 SL owners are not likely to drive their cars on a daily basis so the cost of the occasional sunny Sunday drive usually isn’t high for them. If it were of concern it would get 15-18 L/100 km in average use.LOOK FOR • Classic roadster styling• Head turning prestige• Awesome performance• Be wary of imports• Packed full of featuresTHE BOTTOM LINE Perfect for the Sunday drive if you prefer your sports motoring with loads of luxury and style.RATING 75/100

The year 1948 was a big one for the car industry. The war in Europe had ended in 1945 and European carmakers had turned their attention back to peacetime production.Three years on from the end of hostilities it was time to unveil the cars they’d been working on. Just about every car company had new and exciting models to tempt the taste buds of anyone who could afford them. Among the new models was a car with a brand new name: Jaguar.Before the war they were called SS, short for Swallow Sidecar, the name of the company producing them, but after the war that name was on the nose after Mister Hitler and his henchman had committed all sorts of atrocities against innocent people.A name change was called for and Jaguar was the one chosen. The XK120 was an all-new car, one that simply took your breath away. It was the first of a series of sports cars with the XK prefix that culminated in the sexiest of them all, the E-Type.Still today, 47 years after its spectacular launch at the Geneva Motor Show, the E-Type holds its allure with anyone who appreciates the automotive artform.MODEL WATCH Jaguars were the quintessential sports cars when sports cars were special and not dressed up family cars. The first Jaguar, the pre-war SS100 wasn’t a Jaguar as such, but it was a pure sports machine. With its long bonnet, stumpy tail and flowing guards it looked the part, but even more it had the performance to back up its sporty looks.The first post-war Jaguar was the XK120 and it took the world by storm. It retained the same classic proportions of the pre-war car, but had an all-enveloping body that blended the sweeping guards in with the overall body to create a beautiful car that still turns heads today.It also had the performance; the ‘120’ name signifying that it would do 120 mph, or 193 km/h, in 1948. The XK120 remains a classic for good reasons, but it was followed by other classics in the XK140 and XK150, before the E-Type arrived in a blaze of glory in 1961.If the Jaguar road cars became all-time classics for their looks and performance, their allure was increased by the exploits of the racing Jaguars that were so successful in sports car racing in the 1950s. The Le Mans-winning C-Type was a racing evolution of the road going XK120, but the D-Type was an all-new car that dominated Le Mans in the mid-‘50s.When it came to develop a replacement for the XK150 Jaguar blended the mechanics of the earlier XK sports models with the looks and construction of the D-Type. The main body was of monocoque construction similar to the D-Type’s, with front and rear subframes to carry the engine, gearbox and suspension at the front and the diff and rear suspension at the back.Low and sleek, with the classic long bonnet and short tail proportions that its predecessors had, the E-Type was beautiful in every sense of the word. Under the massive one-piece bonnet was a 3.8-litre double-overhead camshaft six-cylinder engine fed by triple SU carburetors and developing close to 200 kW.It was a development of the famous XK engine that helped Jaguar establish its high performance credentials. With heaps of torque from its long strike configuration it was both flexible and capable of propelling the low-slung sports car to very high speeds. The E-Type was capable of reaching 150 mph (250 km/h), which made it the perfect car in which to cross the continent at high speed.The first E-Type had a rather clunky Moss four-speed gearbox, which was one of the few criticisms of the early model. That was changed in 1964 for a Jaguar four-speed all-synchromesh gearbox, which was a much smoother shifting unit.The E-Type’s suspension was independent front and rear, a combination of upper and lower wishbones with front torsion bars and a roll bar, and the brakes were discs all round, a product of Jaguar’s racing experience and advanced for the day.On the road the E-Type could quite happily be driven quietly around town or it could just as happily be driven fast and furiously on the open road. The engine’s torque meant it would pull hard from low down in high gears and respond smoothly and willingly as the revs rose. Its handling was balanced and reassuring, but its braking initially left a little to be desired. The brakes were later improved and better matched the performance of the E-Type.The Series 2 came in 1966, but by then Jaguar had to bow to the safety demands of the US market, and there was the Series 3 V12 that came in 1971. There was also what is generally known as Series 1 ½. It’s not an official factory designation, but one that has been given to late Series 1 cars that had some of the Series 2 updates.Along the way the shape on the bonnet changed to allow more cooling air into the radiator for hotter climates than it had to endure in its homeland, the headlights sadly were uncovered and raised to suit American laws, and the tail lights were also changed. None of the changes improved on the original.The engine was enlarged to 4.2 litres in 1964, but without extra performance, the gearbox was changed to a Jaguar unit from the clunky old Moss ’box, the flat floor was altered with the addition of a depression for a footwell to give a more comfortable driving position.The E-Type was initially sold as a sleek coupe and a stunning convertible, but later the company bowed to the demand for a version that would accommodate more than the two of the original car and it produced the ugly duckling two-plus-two coupe from 1966. With a bulging roofline the 2-plus-2 lost the classic lines and proportions of the original cars and wasn’t as popular with enthusiasts.IN THE SHOP Start by checking the authenticity of the car as incorrect changes can have a dramatic effect on values. The engine is generally quite robust. They tended to use oil so a blue haze coming from the tailpipes is not unusual, as long it’s not a smoke screen. They can also suffer from head gasket issues.Like the engine the gearboxes usually give little trouble. The Moss gearbox was tough and reliable, but not generally well liked because of its poor shifting quality, and many cars will have been updated to the later all-synchromesh ’box. Check to make sure it goes into gear readily without baulking or clashing, which is likely to mean the synchros need replacing.Check the rear-end carefully for leaks from the diff and the inboard rear disc brakes. When driving listen intently for clunks and clinks that might signal a problem with universal joints, stub axle splines or bottom pivots. Any directional instability or wallowing when cornering briskly is likely to be caused by wear in the Metalistik bushes between the body and the rear subframe.Rust can also be a problem, as it with most old cars. Check the doors, sills, floors and the bonnet. The bonnet is also prone to the odd accidental knock that can knock it out of alignment.IN A CRASH The E-Type was born before the perceived need for passive safety. It was the product of a time it was thought that handling, braking and engine performance were enough to extract you from a tricky situation.Its handling was impeccable, it generally braked well, and its engine gave it the zip to power out of trouble. Sadly those things are no longer considered enough and cars are only thought safe if they have airbags and ABS, none of which the E-Type had.AT THE PUMP With three SU carburetors feeding the Jaguar’s big six the E-Type could not be described as economical. It was conceived in a time when petrol was cheap and there was no indication supplies would one day run out. Still, driven with a deft touch on the right pedal the E-Type would do 20 mpg (14 L/100 km).LOOK FOR • Classically elegant looks• Thrust of six-cylinder engine• Comfortable long distance cruising• Great handling• Powerful brakingTHE BOTTOM LINE One of the all-time great cars still turns heads almost 50 years since it was launched.RATING 85/100

A new age of Ferrari convertibles has arrived, as the Italian marque's newest addition to its range has landed in Australia.Wearing a price sticker of $472,000, it's not going to be a segment volume leader but it does debut a dual-clutch automatic, a front mid-mount direct-injection alloy V8 and aluminium construction.Last sold in the mid 1960s, the California nameplate recently hit the headlines again as a car once owned by James Coburn sold at auction for a then-record rpice.The new version of the Ferrari convertible sports a folding metal hard-top that drops into the boot in 14 seconds. It takes less time than that to achieve a sprint to 100km/h and return to a standstill, with more than a few seconds to spare. The 100km/h is reached in a blistering four seconds.The California is more of an assault on the senses than its GT pigeonhole suggests. Ferrari are putting it in the same sales column as the 612 Scaglietti, with the 430 and 599 models boasting more hard-core sports credentials.With the direct-injection variable-valve 338kW/485Nm V8 emitting a soundtrack worthy of a racecar, the California looks striking without being pretty like its predecessors. Gearchanges are lightning quick, smooth and accompanied by a whipcrack bark from the engine, which also crackles delightfully on over-run.The bite correlates directly to the bark, with full throttle acceleration dispatching straights in short order, bringing corners on that show off the car's 53 per cent rear/47 per cent front weight distribution.The California might weigh 1735kg before occupants are added, but it drives like a much lighter machine, providing ample entertainment in and out of bends, if not supplying masses of feedback.The black over tan cabin is a little snug for headroom but the leather-clad seats are comfortable and firm in support; most of the switchgear feels solid, although one window switch became dislodged but never repeated the offence once properly put back in place.There's a little less headroom than would be ideal, but there's room enough for two tallish adults in the front and their bags in the little back seats. Four smaller occupants could make do for a short trip, but the back pews aren't treated to acres of space.Ferrari has around 200 orders for the car and that will probably translate to an 18-month turnaround if you're planning to win the Oz Lotto jackpot - if your numbers come up it would be well worth the wait.SnapshotFerrari California Price: from $472,000.Engine: 4.3-litre 32-valve V8.Transmission: seven-speed double-clutch automated manual, rear-wheel drive.Power: 338kW @ 7750rpm.Torque: 485Nm @ 5000rpm.Performance: 0-100km/h under 4 seconds, 0-400 m 12.2 seconds, 0-1000 m 22.1 seconds, Top speed 310km/h (governed).Fuel consumption: 13.1litres/100km, tank 78litres.Emissions: 305g/km.Suspension: double wishbones (front); independent multi-link (rear); optional magnetorheological damping suspension system.Brakes: four-wheel ventilated and cross-drilled carbon-ceramic discs, with anti-lock and stability control systems.Dimensions: length 4563mm, width 1902mm, height 1308mm, wheelbase 2670mm, track fr/rr 1630/1605mm, cargo volume 340/240litres, weight 1735kg.Wheels: 19in alloys (optional 20in).In its class:Mercedes-Benz SL600, from $404,413.Aston Martin DBS Volante, $527,100.Lamborghini Gallardo, from $515,000.Porsche 911 Turbo Cabriolet, from $386,800.

Twice Ford has sold the Mustang in Australia and both times it’s main role has been to support the Falcon. The first time it was officially sold here was in 1965 and 1966 when 209 Mustang coupes were imported and converted to right-hand drive by Ford. They were brought in to give visual credibility to Ford’s claim that the XR Falcon was ‘Mustang-bred’.The next time Ford Australia turned to the Mustang was in 2001 when it released the Mustang Cobra. Ford was going through a tough time in the market, the AU Falcon was being panned left right and centre and the Mustang injected some excitement into the brand when it was desperately needed.Ford’s plan was to sell 250 Mustangs per year, but it never reached those heady heights and it officially left Ford showrooms in 2003, although there were cars still on sale at dealers a couple of years after that.MODEL WATCH There’s no doubt that the Mustang was one of motoring’s all-time icons. It’s introduction in America in 1964 caused a sensation and sales soared to a level unimaginable even by the most optimistic of Ford’s marketing people. It was literally an overnight success. Subsequent models built on the initial success, but its glory began to fad in the 1970s when the focus swung towards fuel-efficiency, environmental friendliness and safety.A disastrous experiment with a four-cylinder model almost brought about the end of the Mustang in the mid-1970s, but there were enough die-hard Mustang fans within Ford to ensure it was kept alive through some very lean years. By the end of the 1990s the Mustang had a V8 again and was enjoying a renewed popularity and its future was assured with the 1999 model.Ford decided to spice up its local offering by bringing the Mustang here in 2001. The car that arrived here wasn’t just any Mustang, it was the Mustang Cobra, which was the top model in the US market and sold through SVT dealers. SVT was Ford America’s version of FPV here.Before it was sold here it was stripped bare by Tickford, the predecessor of FPV, and very competently converted to right-hand drive It was no cheap makeover. More than 150 major new components were made along with 200 minor parts and 250 documented processes. All up Ford invested $4 million in the project.The power was delivered through a sweet revving 4.6-litre all-alloy quad-cam V8 that pushed 240 kW and 430 Nm through the drive train. It was a silky smooth engine that emitted a low growl as a reminder of the potential that lay under the bonnet. The transmission was a Tremec five-speed manual that fed into a limited-slip diff on the way to the rear wheels. Underneath the Mustang boasted modified MacPherson Struts at the front and double wishbone independent suspension at the rear, the brakes were discs front and back with ABS, the steering was power-assisted.Ford offered the Mustang in coupe and convertible forms, and being a premium model, it had all the bells and whistles. Standard were leather trim, air-conditioning, power mirrors and windows, six-disc CD player, remote central locking, power driver’s seat, tilt steering wheel and cruise. The convertible had a power roof with a glass rear window.On the road it wasn’t the most sophisticated car; it’s handling was predictable without being particularly sharp and its ride was a little choppy, but its engine was a treat.IN THE SHOP The changes made to the Mustang by FPV improved it for Australian conditions. The engine is a delight. It revs freely and makes a great noise, which is probably the best thing about this Mustang. Inside it’s a little cramped given that it’s a big car and the quality of the interior trim and fittings isn’t great. Overall build quality is typically American, which means it isn’t as good as the Japanese or Europeans, but it seems to hang together quite well and few problems are being reported.Look for a service record and make sure the engine oil has been changed regularly.IN A CRASH Dual frontal airbags came standard in the Mustang, which provided pretty good crash protection. Standard ABS brakes and traction control, with reasonable chassis dynamics add up to a good level of primary safety.OWNER’S VIEW Peter Tollitt bought his Mustang Coupe in 2001 and says every day since has been an adventure. It is the longest he’s ever owned a car and even with 100,000 km approaching he says there is no car that excites him enough to make a change. He’s improved its looks by lowering it and fitting big billet wheels. He says there is nothing that comes close to the excitement of jumping in the Cobra everyday with Deep Purple pumping out at one end and the sweetest factory delivered exhaust note pumping out the other. He rates the handling improvements by FPV highly and says the performance is also great. He says it has been virtually trouble free and relatively inexpensive, particularly compared to his three previous HSVs. A broken clutch, a twisted driver’s side seat belt and a few minor throttle niggles in peak hour are his only complaints, but he says they pale in insignificance when compared to the upsides of the car.LOOK FOR • Head turning looks• Great exhaust note• Good performance• Average build quality• Cramped interior for sizeTHE BOTTOM LINE Great engine, average chassis and build quality, but it’s a MustangRATING 65/100

Boxster is the purest sportscar in the Porsche range.

The world's fastest electric car, the Tesla Roadster, was put through its paces this week at Queensland Raceway where the V8 Supercars usually roar.While there was no roar from the quiet electric car, there was still plenty of V8-style acceleration with the tiny vehicle whipping up to 100km/h in an impressive 4.2 seconds on a wet track with two people on board. Down the back straight of the circuit, the car wound out to an indicated 110mph (177km/h), just short of its electronically limited top speed of 200km/h.While there have been plug-in electric cars before and new models are about to hit the Australian market, these are plodding and quirky looking, are slow to recharge and have limited range.This is where the Tesla is different. It looks and goes like a Ferrari, recharges in 3.5 hours and has a range of about 390km, depending on how hard it is driven.When we hopped into the car at the track the computer screen display on the left side of the steering wheel said the effective range was 285km. After less than a dozen laps and some hard 0-100km/h tests, the screen displayed the message: ‘Motor getting hot. Power reduced.’ Range was then reduced to about 100km. By this stage the four-wheel ventilated disc brakes were also getting fairly hot and ineffective while the road tyres were losing traction on the wet track with standing water in some corners.We still managed to set a time on the truncated ‘sportsman’ circuit of 1:13.57. That's not bad considering race cars do the same lap in about 1:06. It's also a track record for an electric car that will probably stand for some years. Our times were gradually getting worse due to the fading brakes, reduced motor power and my passenger; a nervous Eric ‘the human handbrake’ Erickson. He represents Internode, the internet service provider which imported the vehicle for display purposes. Erickson said the car was not designed as a track car, but an ‘everyday sports car’."It is designed to give the other manufacturers a bit of a fright that while they are still thinking about their electric cars, this one is already available and turning some heads," he said.It certainly is a head turner, looking as futuristic as the De Lorean in Back to the Future. Although it doesn't have a flux capacitor for time travel, it is named after a unit of magnetic flux density which is named after Serbian physicist and electrical engineer Nikola Tesla who also invented the radio, AC motor, and Tesla coil.The Tesla Roadster costs about $160,000 and is only available in left-hand drive so it is not registerable on Australia's roads, however a right-hand version will be built in England from February. It is currently only sold in the US, England, Germany and France.Tesla is also working on a four-door sedan Model S which is expected to hit the market in 2012. It will cost half as much as the Roadster with almost 500km range, a 45-minute recharge time and a 0-100km/h time of 5.6 seconds.The Roadster is a product of Tesla Motors in California's Silicon Valley, but was designed by English sports car company Lotus and is assembled in Hethel, England, using many of the Lotus Elise parts and a lightweight carbon fibre body.Its remarkable acceleration comes from a mixture of immediate maximum torque, light weight and a good power-to-weight ratio. The Roadster weighs just 1.2 tonne, which is about half a tonne less than a 3.5-litre V6 Commodore Omega, but has 185kW of power which is 10kW more and 380Nm of torque which is an extra 55Nm over the Commodore.Launching off the starting line is like stepping on to an escalator. With maximum torque from 0-5500rpm there is instant cheek-ripping acceleration. However, despite being made by Lotus, this is not a hard-edged sports car and by no means a track car.The suspension is fairly plush with a bit of nose dive under hard braking. It understeers a little into corners which is surprising given its mid-mounted motor and batteries and light front end.Punching the throttle to shift the weight and steering emphasis to the tail is hampered by the soft intervention of the stability control system and the human handbrake's refusal to allow me to switch it off.It uses a single-speed transmission with reversed polarity for reverse which has a limited speed.Turn the ignition on and you can hear the whirring sound of the large fans under the bonnet which are part of the airconditioning for the cabin and to keep the batteries cool. Then there is a chiming sound to say that the motor is switched on and ready to go. Move away and the whirring increases, but not much louder than normal tyre noise.The brakes feature a regenerative system to recover power and return it to the battery. It also acts as an ‘engine braking’ system when you take your foot off the accelerator. This braking effect is much more noticeable at slow speeds than high speeds where the vehicle coasts along and slows gradually.Steering is very heavy, the turning circle is not good and rear visible is poor, so parking is tricky. However, the steering feels precise at high speeds around the "paper-clip" Queensland Raceway circuit, although there is a fair bit of kickback over the notorious bumps. The small steering wheel is set low and is non-adjustable.While the outside is well made and the sports seats are leather, the spartan interior trim is dominated by hard plastic and cheap-looking instruments. Getting in and out is as difficult as in a Lotus Elise, but once in the cockpit, it feels comfortable with generous legroom and headroom.The rag top has to be removed by hand and stored in the surprisingly big boot. Even with the top removed, there is little wind noise, so the lack of aural feedback is quite a surprise at high speed.An interesting feature is a valet mode that restricts speed, acceleration and range while a valet is parking your car _ so no Ferris Bueller's Day Off, either.Is this the green future of motoring? Not until the mains electricity is also green, but at least it should reduce CO2 emissions in cities and quieten traffic noise.SnapshotTesla Roadster PRICE: about $200,000 on the roadMOTOR: 3-phase electricPOWER: 185kW and 14,000rpm limitTORQUE: 380Nm from 0-5500rpmTRANSMISSION: single speed, rear-wheel driveBRAKES: ventilated discs with ABS, stability control and regenerative power DIMENSIONS (mm): 3946 (l), 1873 (w), 1127 (h), 2352 (wheelbase) TRACK (mm): 1464/1499 KERB WEIGHT: 1220kgPERFORMANCE: 0-100km/h in 3.9 seconds (claimed), 4.2 seconds (tested) TOP SPEED: 200km/h (limited)RANGE: 390kmRECHARGE: 3.5 hoursBATTERY REPLACEMENT: about $16,000CO2 EMISSIONS: 0g/kmFUEL ECONOMY: 0L/100kmMake One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

The giant grin already seen on the Mazda3 has been slapped on the world's best selling sports car to mark the change to a 2009 model, but the car drives a long way different from a simple cosmetic tweak.There is nice new comfort stuff in the latest MX-5, but there have also been some significant — and worthwhile — improvements to the mechanical package. The basic body is stiffer, there have been changes to the steering and suspension settings, and even the carryover 2-litre engine has been freshened and given a sportier note.The bottom line still looks good, with recommended retail prices from $43,850 through to $51,455, covering the basic soft top through to the loaded Roadster coupe sports that picks up Recaro seats and BBS alloy wheels.The spread of MX-5 models now gives Mazda buyers more choice against the latest rage of of hardtop convertibles from other brands, from the Mini Cabrio and Ford Focus CC through to the Renault Megane, as well as BMW's raunchy 1 Series droptop. But it is still only a two-seater, and a tight one too.The move to a folding electric hardtop helped to pull back some lost ground and now Mazda is going softer again with the improvements to noise levels and all-round harshness. But, thankfully, the softer touch is also sharper in the driving.The new car is an update to the third-generation body that arrived in 2005 with more cabin space and a look which reflected the thinking behind the then-new 3 and 6. It's still the same in the basics but Mazda points to everything from a 'soft-touch' pad on the centre console and a new storage net on the passenger's side to new valve springs and a forged crankshaft in the engine.This year is the 20th anniversary of the MX-5 and the numbers look good, from 855,000 worldwide sales and 15,000-plus deliveries in Australia — no-one is sure of the exact number of 'grey' imports, some even carrying Eunos Roadster badges, which have landed — to 178 worldwide awards.Mazda Australia is still forecasting 500 sales a year, which reflects the ongoing popularity of the car and the proven appeal of a REAL sports car in a world of hot hatches and soft-stock coupes.It's still a car people buy to reward themselves and, despite the popularity of CC coupes, has the sort of driving enjoyment that is impossible to match below $100,000.To be honest, I really wasn't expecting much from the latest MX-5. Just that big grin on the car and a grin for me after seat time with my favourite baby sports car. I already knew the MX-5 is no straightline match for a Mini S Cabrio and lacks the space of a Megane CC, and the update work on the '09 car looked like the usual bla-bla-bla stuff that's so common from carmakers.Then I rolled through the first kilometre. And then five. And then ten. And I was won.The new MX-5 feels like a totally new model after the last one, which was the first model I drove with the folding hardtop. The superseded MX-5 was — to be honest — a bit slow, too noisy, and missing the sparky edge which had been a hallmark since 1989.Now it's back. The new car has instant-response steering, is a lot quieter and more refined, has an engine which sounds and feels more responsive, and even benefits from things like Recaro seats with better comfort and support.I had to find out what has happened."It's all about the stiffening. They've put a lot more strength into the chassis and that is why you can feel all the other stuff," says Allan Horsley, motorsport manager at Mazda Australia.Horsley has been responsible for the SP range of upgraded Mazda models, including a rorty little MX-5, and knows his stuff.For technical types, the tweaks for '09 include a lower front rollcentre, sharper steering settings and changes to the suspension, while the engine has a redline set 500 revs higher, stiffer internal parts and some tweaking to the induction.The result is a car that feels more like the 1989 original than the 2005 tweak. I still miss the rifle-bolt action of the original five- speed gearbox — lost when Mazda when to a Toyota six-speed — but even the gearshift is a little more direct than before.On the downside the headlamps are dismal and the engine is still way behind the best 2-litre fours, and I wonder about the need for the electric hardtop. Then again, I don't live in an inner-city ratrace with slash-and-grab thieves who love softtop convertibles.The driving experience on the '09 MX-5 is sharp and rewarding and the engine has enough pull from 2000 to 6000 revs to make any twisty road fun. The brakes, as you'd expect, are great.Surprisingly, there is even enough space for a couple of nights away with a partner who is eight months pregnant, although several pieces of luggage had to be tucked down inside the cavity below the folding roof. I also love the Recaro seats in the MX-5 Sports pack, for support and comfort, but have to complain about the boring steering wheel and a system that does not adjust for reach.But those are little things and, for my money this is the best MX-5 since the first one in 1989. I've driven them all and I like this the most.

In BMW terms the Z3 sports roadster was an eminently forgettable car. For a company that almost without fail builds great looking cars that go as good as they look, the Z3 missed the mark by quiet a margin. It looked bland, lacked performance and just failed to ignite the market as it should have, after all if anyone could produce a great sports car it should be BMW.Even when BMW started to crank up the Z3's performance with larger, six-cylinder engines it was still hampered by its plain-Jane looks. There were no such issues with the Z4 when it hit the market in 2003. No one could say the Z4 looks were bland, nor could they complain about its performance, the Z4 was the sports car BMW should have released when launching the Z3.MODEL WATCH The Z4 was everything the Z3 wasn't. It looked good, went hard and had the sort of road presence BMW owners expect of their brand. Where the Z3's lines were soft, its proportions plump, the Z4 had sharp lines that carved out a distinctive shape, and its proportions were tight.If the Z3 seemed tired from the get-go, the Z4 appeared poised to pounce. Viewed from any angle most people thought the Z4 looked great, but it was also challenging to some eyes and it did come in for some criticism for being a little too out-there. But six years on from its launch it hasn't lost any of its visual appeal, and even those who thought it too adventurous at first are more accepting of its shape. Fortunately when it came time to replace the Z4 BMW's engineers didn't bother with a four-banger engine like they did with the Z3.This time round they went straight to the six-cylinder and offered two versions of their silky smooth straight six. The entry engine was a 2.5-litre double overhead camshaft unit that delivered 141 kW at 6000 revs and 245 Nm at 3500 revs. When asked for its best the 2.5-litre Z4 roadster would race to 100 km/h in seven seconds, and rush on to a top speed of 235 km/h. The other option was a 3.0-litre six that boasted 170 kW at 5900 revs and 300 Nm at 3500 revs. It would race from rest to 100 km/h in less than six seconds and had a top speed of 250 km/h.If you chose the smaller engine there was a choice of a five-speed manual gearbox or a five-speed sequential shift auto 'box, but if you opted for the larger engine you got to choose from a six-speed manual and a five-speed DSG auto 'box. Once processed through the gearbox the drive was directed rearwards as it is on the best of BMWs.Independent suspension - struts at the front and multilink at the rear - powerful four-wheel disc brakes, and for the first time adjustable electric power steering, together with a very stiff body and 50:50 weight distribution ensured the chassis had great road holding and response. Overlaid on that was an awesome array of electronic aids to help keep it safely on the straight and narrow.Dynamic Drive Control altered the engine calibration to enhance the response when desired, and Dynamic Stability Control with traction control allowed some wheel slip to add to the thrill of the drive without letting things get out of hand; they were just a couple of the electronic aids the Z4 boasted.BMW only offered the Z4 as an open top roadster in those early days, but the top was a clever piece of work that could be raised or lowered quickly, and once lowered the front part of the roof formed a neat tonneau cover. The Z4 lacked little in terms of standard features. It came with climate-controlled air, leather, power seats with memory on the driver's side, trip computer, CD sound, and cruise.IN THE SHOP Most BMWs are well serviced in the first phase of their lives, which is where the Z4 is now. For the most part first owners have their cars regularly serviced by a factory dealer, and spend what money is needed to keep them running at their peak. It's when they pass on to the second owners that servicing tends to fall away a little.Servicing is important. Regular oil and filter changes are the keys to keeping the engine alive and well. If dealer servicing proves too expensive, and it can, then look for an experienced BMW service specialist to look after your car. There are plenty around and they will charge substantially less than the factory dealers with no less quality of service. They are also likely to be able to source less expensive parts when needed.IN A CRASH The Z4 came with a comprehensive safety package, including dual front airbags, side airbags, rollover protection and seat belt pretensioners. Before the impact the Z4 driver could count on its anti-lock ABS braking, dynamics stability control and traction control to escape from potentially dangerous situations.AT THE PUMP Quite obviously the fuel economy of the Z4 is largely determined by the way it is driven. Driven with a deft right foot it will return 9.5-11.0 L/100 km, but when driven with a lead foot it will go out to 11-13 L/100 km.LOOK FOR * Striking styling* Silky smooth engines* Exhilarating performance* Great road holding* Badge cred* Well-equippedTHE BOTTOM LINE Its looks can be challenging, but there's no doubting the Z4's performance or exhilarating road manners.RATING: 85/100