Convertible Reviews

It is becoming the Galapagos turtle of the motoring world — fascinating in its ability to look its age when born and exactly the same a century later.

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

The MX-5 has always been a favourite, for its classic lightweight sportscar capabilities and affordable bottom-line - I'm a fan.When they gave it a major upgrade we held our breath - had they ruined it? The answer was no.The Mazda decision makers gave in to market trends and offered a folding metal hardtop, but they managed to keep true to the modern classic's strengths - light of weight, nimble and satisfying.The first MX-5 was launched in 1989 at the Chicago Motor Show, tipping the scales at just 940kg with an 85kW/130Nm 1.6-litre engine.Now, the 118kW/188Nm two-litre hardtop weighs in at 1167kg (the soft-top weighs 38kg) but offers better security and noise insulation, but detracts little from the drive experience apart from less than bountiful three-quarter rearward vision.Spark the two-litre engine - which offers unchanged outputs at 118kW and 188Nm but has a higher 7500rpm redline (up 500rpm) and some revised internals - into life and the MX-5 offers fuss-free driving.The variable-valve engine is flexible around town and the only problem in traffic is having to look around other cars rather than through them - you're looking up at people driving shopping trolleys, let alone the SUV brigade.But slot the sensational six-speed manual into gear and point the nose at the hills and a smile is impossible to avoid.Mazda says the 50/50 weight distribution has been retained but the steering response has been improved - it's not like it really needed work.Being closer in dimensions to Top Gear's Clarkson than Hammond, the little roadster looks a little on the small side as I clamber down and drop into the seat.The lack of reach steering adjustment doesn't help with getting an ideal driving position, but I manage.The cabin is snug but the seats feel comfortable, although lacking in lateral support at the top of the backrest.There's not a huge amount of storage space in the cabin but the features list has cruise control, drilled aluminium pedals, a leather-wrapped steering wheel, leather-trimmed seats, dual front and side airbags.It might only be a two-litre engine but with weight being the enemy of performance, the little roadster doesn't suffer.The engine revs enthusiastically and quickly gets the MX-5 underway, but its perfect weight balance, strong body and well-tuned suspension mean the charismatic little convertible can carry a lot of corner speed.Ride quality doesn't suffer for the cornering ability either, so mid-corner bumps don't unsettle it much and it can be driven daily without re-arranging vertebrae.The MX-5 can also be thrown around and driving enthusiastically, without any of the sting-in-the-tail of some of its far more expensive opposition.Mazda says the ADR fuel economy number has been reduced by 0.4 to 8.1litres/100 km, although if the talents of the car are being explored more fully then low double figures can be expected.Styling wise the little Mazda looks better with the hardtop dropped - the upright rear window tends to spoil the lines - but the benefits of the solid roof outweigh the disadvantages.Phrases like `mid-life crisis’ and `hairdresser's car’ are sometimes unfairly directed at this little beauty - if that's the case then I'm nearly old enough to qualify, maybe I should sign up for scissor school now.

Celebrating its twentieth birthday this year the MX-5 is universally lauded for its design, performance and sales success.

Development took place between 1995 and 2001 under the directorship of the Rover Group.In 1999 BMW took control of the Rover Group in one of the many large takeovers of the period. BMW sold off Rover in 2000 but decided to keep the Mini as a seperate brand. This second period Mini is sometimes called ‘BMW Mini’ or the ‘New Mini’.Mini is 55cm longer, 30cm and 400kg heavier than the original. These figures have prompted many enthusiasts of the original to feel that Mini is not a true successor and some purists disparage Mini as unworthy of the name, however many other enthusiasts have embraced it..First Generation Mini was launched in April 2001 and on 3 April 2007, the one millionth Mini was produced after six years of production, one month longer than it took the classic Mini to reach the same total in March 1965.Since 2001 many variants have been produced as well as numerous show and concept versions. The Mini is now in what is known as the Second Generation and currently there are three body types: hatchback, convertible and Clubman. as well as many power variants from electric, diesel through to the 155kW John Cooper Garage versionFirst generationMk I Mini HatchbackFirst generation Mk I Mini Cooper SProduction2001-2006 (Mk I hatchback)2005-2008 (Mk I convertible)Body style(s)3-door hatchback2-door convertibleEngine* 1.4L Tritec I4 (One)* 1.4L Toyota 1ND-TV diesel (D)* 1.6L Tritec I4 (Cooper)* 1.6L Tritec supercharged I4 (S)Transmission* CVT* 5-speed manual* 6-speed automatic and manualSecond generation – 2007 - continuingMini introduced a brand new, thoroughly re-worked second generation car in 2007. The Gen 2 Mini (or R56), utilises a re-engineered platform with numerous engineering and styling changes. The drivetrain is shared with Peugeot and Citroen and is designed to be more cost effective to manufacture and fuel efficient to run. Generation Two was engineered in the UK by BMW.Body* 3-door hatchback* 2-door convertible* 5-door estateEngine* 1.4L Prince I4 (One)* 1.6L Prince I4 (Cooper)* 1.6L Peugeot DV6 diesel I4 (Cooper D)* 1.6L Prince turbocharged I4 (Cooper S)Transmission* 6-speed automatic* 6-speed manualRelated articles:Mini: Car of the Week (part 1)Mini diesel price announcedFirst drive: 2009 Mini Cooper CabrioIn the garage: Mini Cooper ChilliBathurst 1000 - past winnersFind your very own Mini

Built to take on the latest Porsche Boxster and a host of other quality topless Europeans, the Z4 - launched today in Spain - finally gets the muscle that its body deserves.Bigger, beefier and subjectively beautiful, it also gets 225kW of bi-turbo 3-litre performance and a dual-clutch gearbox borrowed from the 335i models. And that's just for starters.Arriving in Australia in May, the Z4 comes only - at least officially - as a retractable alloy-panelled convertible. To prevent confusion with its other rag-top models, BMW now calls this latest Z4 a Roadster.The three model Z4 range - sDrive23i, sDrive30i and sDrive35i - has a choice of three engines - 2.5 and 3.0 from the previous Z4 and the bi-turbo 3.0 - and three transmissions that comprise six-speed manual and automatics and the seven-speed dual-clutch box that is optional only on the sDrive35i.Pricing jumps $8000 for the entry-level sDrive23i - despite its numbers, it's actually a 150kW/250Nm 2.5-litre six - which will enter Australia at $86,200 as a six-speed manual and $89,500 as the auto. This replaces the Z4 2.5si that was $78,200 manual and $80,800 as an auto.Step up to the 190kW/310Nm sDrive30i at $98,100 - $101,400 - compared with the outgoing 3.0si at $91,400/$94,000 - and the 225kW.400Nm sDrive35i at $116,900 as a manual and $120,400 with the dual-clutch box.Though some buyers see the new Z4 as lining up against the Boxster, BMW sees it differently. It compares the 23i roadster with the Mercedes SLK200K, Audi TT 2.0 Roadster and the Alfa Romeo Spider 2.2.The 30i challenges the Alfa Spider 3.2 V6, Audi TT 3.2 V6 and the Boxster. Here, up against the Porsche, BMW figures show its Z4 is quicker - 0-100km/h in 5.8 seconds compared with Porsche at 6.1 - and on par for fuel economy despited weighing 115kg more and having a 300cc bigger engine.Up against the Porsche Boxster S, the Z4 35i is quicker to 100km/h by 0.2sec at 5.2, and more frugal at 9.8 litres/100km compared with the 10.6 l/100km.However, data provided by BMW Australia for the comparisons appear to be based on the previous Porsche model. Porsche updated its Boxster range in January with its dual-clutch PDK transmission, direct petrol injection and weight reductions.BMW says the Z4's two-piece aluminium folding roof erects or collapses in 20 seconds and stores within the boot.The bigger body of the Z4 compared with its predecessor allows more cabin and boot space, though the intervention of the roof panels into the snub tail of the Z4 more than halves luggage capacity from 310 litres to 180 litres. However, there is an optional kit that creates a luggage hatch from boot to cabin to take a golf bag.DrivingTwo turbochargers acting on six cylinders in a two-seater body. You could virtually relay the driving feel of BMW's new Z4 on the data alone.Or perhaps not. For though BMW unashamedly takes on Mercedes-Benz and Porsche two-seat roadsters, it is clearly doing it on its own terms.Hunting the thousands of hills outside of Alicante in Spain in a bi-turbo Z4 - the top of the three model range that comes to Australian showrooms in May - shows that the company has strived to get its 225kW engine to be all things to all drivers in a chassis that, also, has to be sporty yet comfortable. Then it must be safe, fuel efficient and roomy - all nearly impossible targets yet BMW comes very close to pulling it off.In Spain yesterday, BMW handed out the keys only to its sDrive35i - the convoluted name for the 3-litre bi-turbo version - with its seven-speed dual-clutch transmission. None of the other two, more lowly-specced Z4s were offered for a test drive.It is clearly a good thing. Quite beautiful in the metal and bigger than pictures relay, it sits low and wide and not to distant in appearance to the company's more lavish - perhaps more excessive - 6-Series.The 35i has been tuned for the owner who likes the gutteral sound of six cylinders being urged along by two turbochargers. Even with the metal roof engaged, the sound is musical and under the command of the accelerator pedal, runs through the scales from gentle thrum to a spine-chilling scream that is interrupted by an aggressive bark on the downshifts.Take the roof down and its all the same, just louder.The beauty of the bi-turbo engine is its breadth of power and torque delivery. It can rumble along in low revs and yet recover quickly to make gear upchanges and downchanges seemingly unnecessary. That makes it easy to drive but difficult to pick a sweet spot. That's not a complaint, just a fact.The appearance of the Z4 is low and wide and certainly that's confirmed once inthe driver's seat. The cabin is surprisingly spacious, has a goodly range of storage spaces and the light-coloured plastics and fabrics - together with expansive glass - make it bright and airy. And that's with the roof up, so it's a welcome cabin for a convertible.The dual-clutch box drives through BMW's now ubiqitous PlayStation gear toggle in concert with double-action steering wheel paddles for the manual mode. Like the Porsche PDK paddles, it's not the best system and certainly doesn't enhance manual gearshifting. The gearlever action, however, is spot on.BMW offer three gearshift modes - standard, sport and sport plus - with the last two also sharpening up the response of the steering, accelerator and suspension systems. Sport gives a little bit of leeway before calling in the electronic stability and traction control nannies, while Sport Plus lets it all rip by disengaging everything. My preference was Sport. The standard mode has a bit of lag in its changes while flicking gthe console button to Sport and using the gearbox manually just makes it a bit more fun and slightly more engaging.The standard mode will excite most owners. Sport will make the passenger pay attention while Sport Plus is simply too wild for the street unless in trained hands.And here's the thing - this car has an engine that will put most of its rivals to shame and the Z4 35i clearly has the performance to awake any jaded soul. But the whole package is wrapped in cotton wool. You can push this car hard - very, very hard - and it will scare you so much your teeth will sweat. But it's held together by sophisticated electronics that are working overtime to keep the car on the road and its increasingly over-confident driver as safe as possible.These electronics create something akin to an artificial driving experience. The rawness of the car is polished out and in its place is a package that while a tad surreal, perfectly suits a broader range of drivers. People who love driving will love this car. People who don't get a thrill from sitting behind the wheel will love it because it's so easy to drive. Is this the perfect sports car.BMW has rid itself of the overly assisted Active steering system and in its place is a better feel that delivers the best of parking and high-speed manouevres. The wheel sits high on the dash predominantly because the driver sits so low. That ordinarily ruins visibility and BMW doesn't disappoint with a bonnet that stretches somewhere up front and an invisible tail behind.Parking aside, the driver may find the car a bit wide in some circumstances - I swallowed my heart about a hundred times through the tight twists of the Spanish mountain passes - but once familiar, will be in awe of its directional stability and comfort.Comfort in a sports car from BMW. Thanks to electronic dampers, the Z4 rarely puts its occupants in pain. The suspension monitors road surface changes and instantly adjusts. If the front wheel encounters a pothole, the damper valves open to reduce the thump and while doing that, tell the rear wheels that a bump in on its way.The seats are short on the cushion and that is normally a problem. However, it doesn't impair comfort and actually gives the driver a bit more space to move around in the seat.On sale - MayPrice: sDrive23i $86,200 manual, $89,500 auto; sDrive 30i $98,100 manual, $101,400 auto; sDrive 35i $116,900 manual, $120,400 dual-clutchEngines: Six-cylinder inline with variable-valve timing and lift, 2.5-litre, 3-litre and 3-litre bi-turboOutputs: 150kW @ 6400rpm - 23i, 190kW @ 6600RPM - 30i, 225kW @ 5800rpm, 35iEconomy: 9.2 l/100km, 23i and 30i, 9.8 l/100km, 35i manualPerformance: 0-100km/h - 6.6sec, 23i, 5.8sec, 30i, 5.2sec, 35iTransmissions: 6-speed manual or auto, seven-speed dual clutch, rear drive

While the first factory Alfa Spider joined the model line-up in 1966, the Spider body type goes back to the mid-1920s.Originally a designation of a light two seat sports car, the first Alfa Spiders were based on 6C and 8C models with body work by Carrozzeria Touring.Many Alfas by them of this style followed and they are highly desirable classics on the collectors market. Those with a joint race history with the Scuderia Ferrari, (the Factory Race Team through to the late thirties) are also extremely valuable.The first factory Alfa Spider was launched at the 1966 Geneva Show. It was based on the Guilia 105 chassis.The body was both styled and built by Pininfarina and was the last project Battista Pinin-Farina had personal involvement with. The body design and construction was quite advanced with crumple zones incorporated front and rear. The name Duetto was eventually given to the car after a public naming competition was held. This was not the only significant marketing coup for the Spider however it was also an early product placement in a big box office movie when Dustin Hoffman drove it in The Graduate.Production of this basic body style continued through until 1993, evolving through four significant updates from the Duetto round tail through to the big plastic bumpered final version for the US market.The second generation body design of the GTV period 1995-2006 saw the introduction of what can only be described as a controversial styling -- some would say the ugliest car ever produced from a Pininfarina design. The front-wheel drive layout did not lend itself to the sporting nature of the previous generation.The current production Spider launched at the 2006 Geneva Motor Show -- where is it was well received and praised as the Cabrio of the Year -- marked a return to classic style.While the V6 has been criticised as not being a true Alfa, as it utilises a Holden-sourced engine, the performance is definitely in a league of the best of the Spiders.The engine features a thorough make-over by  Alfa, including completely new heads.The Spider name has also be used on the current Alfa limited production supercar, the 8C.For images of examples from the original 1920’s cars by Touring  through to the new 8C, explore our gallery at right.Related links:Search for your own Alfa Romeo Spider

This is the Italian manufacturer’s best-selling car in full-thrust mode at its international launch on the volcanic Spanish island of Tenerife off the coast of Morocco last week.The locals don't get to see a lot of super sportscars on the tiny tourist island, so the appearance of the Gallardo Spyder, named like all Lambos after a famous Spanish fighting bull, elicits cries of Dale cana which means step on it.We oblige and the Spyder rockets to 100km/h in just four seconds, down an imperceptible 0.34 seconds on the previous model.The convertible will arrive in Australia in July costing $502,000, which is $47,000 more than the coupe.For that you get a powered soft top in black, blue, grey or beige that goes up or down in about 20 seconds, allowing the driver and passenger to more fully appreciate the unique wail of the 5.2-litre V10 engine it shares with the coupe.The new driveline, featuring Iniezione Diretta Stratificata direct fuel injection, reduces fuel consumption with CO2 emissions down 18 per cent, but still an unhealthy 330g/km.Power is up 29 kilowatts to 412kW or 560 horsepower, hence the models name, while weight is down 20kg.Automobili Lamborghini: research and development director Maurizio Reggiani says this improves the all-important power-to-weight ratio."The key ingredients of this car are four-wheel-drive traction, a low power-to-weight ratio and its easy to drive with energy efficiency," he says.Brand director Manfred Fitzgerald says it is an "extreme car" with an "extreme set-up" and is not a daily driver.Company president and CEO Stephan Winkelmann disagrees."This is a daily driver even though our customers dont buy it for an everyday car," he says.They are both right to some degree.DrivingAround the narrow town streets, the Spyder feels too wide yet ambles along nicely in full automatic transmission mode.On downshifts it blips the throttle giving the impression of a talented driver behind the wheel and exciting the excitable locals with its throaty F1 growl.The suspensions extreme set-up requires judicious approaches to traffic calming so we set the optional front axle suspension lift system to the highest setting.This only works up to 70km/h, as we soon find out on the steep and twisty hillclimb to the 3000m crater of El Teide, the volcano which dominates the island of Tenerife.With the top down, I begin to get an ice-cream headache from the cold and dizzying heights as we hurtle upwards on the billiard-table smooth road surface.Suddenly the road resurfacing funding runs out and it becomes bumpy. The extremely low front spoiler immediately bottoms out with a sickening scrape, leaving a nasty gash, and we back right off.This may be an easy-to-drive supercar, but its extreme set-up takes it out of the realms of a daily driver.Like the coupe, the convertible features 4WD with a 30-70 per cent torque split front to rear at constant speed, a mechanical differential on the rear axle which provides up to 45 per cent limited slip, and an electronic differential lock at the front.All this serves to increase lateral force and provide maximum thrust, Reggiani says.The hairpin turns on the volcano hillclimb are a perfect testing ground for his claims of lateral force.The Spyder complies by sticking to the road with neutral manners and almost none of the usual flex and scuttle shake associated with convertibles.The low-assistance steering provides an almost go-kart feel of direct connection to the front wheels.True to Lamborghini’s claims, the open cockpit presents little buffeting, even up to 160km/h with the rear glass windscreen and side windows up.For safety, it features two spring-loaded rollover bars behind the seats which deploy in 250 milliseconds in a roll-over while the seat belt tensioners spring into action.We avoid testing this function and finally reach the volcanos crater where tourist groups have milled to photograph the stunning moonscape scenery. As we arrive, the lenses are re-focused on the origami-style Spyder instead and the tourists ask us to photograph them standing beside the car.It is a real head-turner in any colour, but the new and expensive optional matte black, white and brown are the standouts.On the downhill run the steel Brembo brakes get a solid workout and although there is no hint of fade, the pedal feels a bit soft with a lack of initial bite which is unusual for a supercar.An obvious drawback for the rear-engined Spyder is the limited 110 litres of front cargo capacity; just enough for one medium-sized suitcase or a couple of back packs.The hip-high car is also difficult to access and step out of.I found the cockpit rather cramped for leg space and with the seat all the way back the leather created an annoying squeak against the rear bulkhead.The sport seats are nicely contoured without being tight, although they are too narrow at the shoulders and are very hard on bony backsides.Fitzgerald says Spyder customers are 95 per cent male, but more women are attracted to the convertible.It is also the most important product in their two-car stable.Murcielago accounts for 25 per cent of sales, while Gallardo accounts for the other 75 per cent with 60 per cent of that being the Spyder.He says 95 per cent preferred the e.gear auto sequential transmission which features a standard program, a sport mode with shorter shift times and a racetrack-oriented corsa program.Electronic stability is active in all drive programs, engaging later in the sport and corsa modes and reducing the impact of the traction control. The corsa mode also permits greater drift, however close rock walls on the narrow roads put a stop to any intentions of drifting.At speeds of more than the sign-posted 120km/h highway, an automatically-deploying rear spoiler increases the down force on the rear wheels.We flow with the traffic which seems to disregard the posted speed signs and allow the spoiler to work its magic.The Spyder comes standard with driver, passenger and side air-bags; dual-zone climate control with sun regulator; stereo system with USB interface; sports seats with electrically adjustable back rests; leather upholstery and bi-xenon headlamps with LED daytime running lights.Options include a navigation system, a hands-free Bluetooth mobile phone connection, anti-theft device, a rear view camera, the front axle lift system, ceramic brakes.PRICE: $502,000ENGINE: 5.2-litre, 4-valve V10POWER: 412kW @ 8000rpmTORQUE: 540Nm @ 6500rpmTRANSMISSION: 6 speed manual, or 6-speed sequential e.gear automaticECONOMY: 14 litres/100km (combined)CO2 EMMISSIONS: 330g/km

The model is now more than 20 years old and in its third generation guise.  But the sweetly styled sportscar has remained a light-weight two-seater, powered by a rear drive four-cylinder engine with perfect 50-50 weight balance.Mazda's now retired MX5 program manager, Takao Kijima, says the company has resisted temptation to fiddle with the formula that has made the MX5 a world-wide success.Kijima knows what he's talking about. He was the chassis engineer on the first MX5 when work started on it in 1986, culminating in its launch in 1989.More than 850,000 have been sold worldwide and it has won too many awards to list. Kijima admits that a bigger engine, maybe even a rotary, would give the car faster acceleration but its essence would be lost."If we put a bigger engine in it would be a much more expensive car too," he says. "It's our philosophy to deliver a light sportscar.  It's very important for us to provide maximum satisfaction for the driver."Turbocharging too would be beneficial but overkill, he says. However, the company is aware that it must keep the car fresh.To that end the newest MX5 adopts the more pronounced Mazda `smiley face’ family grille and some subtle design changes that deliver a tougher, more masculine look. The lower side sills provide a stronger, more aerodynamic look and the rear bumper and lights are better integrated.Mazda has added a new model to the line-up, the Roadster Coupe Sports, bringing to four the number of model choices. With the revisions have come modest prices rises of 2 per cent, between $980 and $1195 depending on the model.Apart from exterior changes the cabin has been reworked slightly to lift quality and improve user friendliness. The excellent Bose sound system carries over and so too, the car's excellent passive and active safety systems.An auxiliary jack is also now part of the package for MP3 compatibility. The 2.0-litre four cylinder S-VT engine also continues but has been tweaked to provide better mid-range response and fuel economy.The engine now spins out to 7500 revs and the synchromesh on the six-speed manual gearbox has been improved for smoother shifting. Manual buyers also get a limited slip differential as standard. The six-speed Activematic, which accounts for about 38 per cent of all sales, is a $2200 option.Underneath, the double wishbone front and multi-link rear suspension has been tuned for more precise reaction to steering inputs and the front roll centre has been lowered 26mm for more linear steering response.The MX5 continues to have one of the stiffest two-seater convertible body structures around.  Almost 60 per cent of the car's body is made from ultra-high tensile steel and this creates a very stiff body structure.The hardtop is expected to account for 80 per cent of sales and its light-weight folding roof folds compactly into a space behind the rear seats, allowing maximum use of the boot.  Mazda also points out that because the roof mechanism is relatively simple and does not fold into the boot - closer to any rear end shunts - the car's insurance premium is better.  Like the previous model, the hardtop opens or closes in 12 seconds.Mazda says extra sound-deadening in the hardtop has helped lower cabin noise. In true Mazda fashion, the individual changes add up to another complete sportscar. Driving FIRST up, we'd have to say that the MX5 has no logical competitors this side of a Lotus.Of its closest rivals, perhaps the Nissan 350Z Roadster comes close but costing about $75,000, it is also a more expensive car. The Ford Focus Cabrio, Holden Astra Cabrio, Mini Cooper Cabrio, Peugeot 207CC, Volvo C70 convertible and Volkswagen Eos may match its open-air abilities and add two extra seats but as Takao Kijima says, they may not have that almost intangible `essence’ that is an MX5.We've said before that the MX5 is a masterpiece of design, packaging and dynamics and this carries over to the new car.  The car's styling was already good but the subtle changes have given the overall look a new leash on life and a more purposeful stance.It could be argued that the Mazda "smiley face" grille works better on the MX5 than it does on the new Mazda3.  Inside, moving the cupholders, making the armrests more comfortable and the overall quality lift of the cabin are measured and well thought out.Fortunately little has changed about the cars steering, suspension or dynamics. They remain impressive. On the road, the MX5 will bring a smile to any jaded driver who has tired of revenue-raising speed cameras and inattentive drivers.Unleash the two-seater in a corner and the chassis balance and grip is quickly apparent.  The ride too is surprisingly comfortable and supple.However, without driving the previous model back-to-back it is hard to measure the improvements to the free-revving 2.0-litre engine. It feels strong, will happily sing right up to 7500 revs and on manual models, the "sound enhancer" does provided a meaty sound to the engine.While maximum torque is still produced at 5000 revs, maximum power is up 300 revs to 7000 revs. The 2.0-litre four remains a smooth and enjoyable powerplant. The biggest problem is perhaps deciding between the slick six-speed manual or well-sorted ratios of the automatic with its steering wheel mounted paddle shifters.We managed to spend time in both the standard Roadster Coupe and Sports model, which adds Recaro sports seats and BBS alloys, which add a more customised look to the car.  The comfort of the Recaros cannot be faulted but any generously proportioned drivers may prefer the standard seats.The softer looking dark silver panel across the dash is an improvement over the previous piano black too.  Despite work on reducing cabin noise on the Roadster, at highway speeds the noise levels are still disappointing.  But that's a very small niggle.The MX5 has won more than 180 awards in its 20-year history, including a listing in the Guinness Book of Records as the best selling open two-seater ever.  We can only add that if you have an automotive must-do list, owning an MX5 should be at Number 1.

The smile-inducing droptop version of the upgraded Mini will go on sale later this month boasting lower fuel use, better outputs and lower emissions.The Mini icon — celebrating 50 years this year — is offering the new Cabrio as a Cooper and Cooper S straight off the bat, with the Chilli option pack available in both variants.Starting price for the new droptop is $39,800 for the Cooper, an increase of $2300 over the outgoing model.The top end Cooper S model rises by $1500 to be priced from $48,000; an automatic transmission adds $2350 to the bottom line and the Chilli pack another $3600.Tick a few option boxes and the pricetag quickly rises to more than $60,000 — a lot of money for a little sporty.The Bluetooth/USB connection will add $750, or $1470 if you want it integrated into the armrest.Leather trim, depending on the original model, adds between $1460 and $2950.Mini national manager Justin Hocevar says the new Mini Cabrio is the only premium cabrio in its segment will continue to deliver typical Mini driving pleasure, borrowing a trademark phrase from its BMW parent.“Compared with their predecessors both the new Cooper Cabrio and the new Cooper S Cabrio offer better performance on substantially less fuel and with much lower emissions,” he says.The new Cabrio has attempted to address some of the criticisms levelled at its predecessor, with the rear passengers protected in a rollover by a pop-up roll-hoop system that deploys in 150 milliseconds.The previous model's fixed rollhoops impeded rear vision for the driver, something that has been remedied to some extent by the new set-up, but the large blind spots at the rear corners remain, making car park manoeuvres still something of a mystery.The pop-up roll-hoop system also allows the new Cabrio an extra five litres of boot space, with better access thanks to an Easy-Load expandable aperture for the boot. With the roof down the boot space is 125 litres (up five), rising to 170 litres when the roof is up and 660 litres with the rear seat folded down.Even with the top — which is available in black, brown or a denim colour, depending on paint colour — down, there are still some rearward vision restrictions, as the folded roof can obscure the view of traffic behind, no mean feat given the low ride of the Cabrio.Mini is also claiming an increase in body stiffness — thanks predominantly to reinforced side-sills — of 10 per cent, with a weight reduction of 10kg.Fuel consumption has also been cut — by 16 per cent in the Cooper to 6.1l/100km and 18 per cent in the Cooper S, down to 7.2l/100km, coincidentally the number achieved on the launch drive program south-west of Melbourne.One the sillier gauges — right up there with the economy gauge in an old Commodore or the "accurate" boost pressure gauges on some turbos — is the "Always Open Timer" tacked on to the left-hand side of the tachometer.Supposedly a fun feature and a non-negotiable part of the Chilli pack, it displays how much time you've spent driving with the roof down, but all it really does with any degree of function is block one of the air vents.The roof mechanism takes 15 seconds and can be operated up to 30km/h, with the additional flexibility of lifting the forward section of the roof, offering targa-top style driving without exposing the back seats, but aerodynamics make sure there's plenty of wind in the hair regardless of t-top or fully-dropped roof mode.The company expects the Cooper S to represent around 55 per cent of the new Cabrio's sales, with the Cooper more likely to be bought with a six-speed automatic.The Chilli pack ups the wheel size for either model (16in on the Cooper and 17 on the S), as well as adding cloth/leather trim, upgrading the sound system and adding Xenon headlights on Cooper S — the sales boffins say the take up of Chilli is around 60 per cent. DrivingThe only model driven on the launch was the Cooper S Chilli manual and immediately the turbo powerplant made its presence felt with braps, rumbles, snuffles and pops on the down-change, with an almost immediate surge from just about anywhere in the rev range.Rear seat room behind a 190cm-plus driver and passenger is minimal but tall occupants can accommodate limbs easily for a decent driving position.Rear vision is still an issue but otherwise the fun drive experience of previous BMW-built Minis remains — flat, grippy handling with plenty of driver smiles.The turbocharged powerplant does its best to make the front wheels squirm and will succeed under hard acceleration from slow corners, prompting the (standard range-wide) stability control into action.The gearchange is slick and reasonably sharp, although it's not difficult to push too far across into the realm of reverse — but most of the time the gearbox and well-placed pedals made for an entertaining drive.The pricetag looks impressive but the segment has a few droptops that offer more space and metal for the money, but putting a price on the go-kart handling and the fun drive experience is difficult ... that's what the company will count on.Price: from $39,800.Engine: 1.6-litre 16-valve four-cylinder; S — 1.6-litre 16-valve direct-injection twin-scroll turbocharged four-cylinder.Transmission: six-speed manual or automatic, front-wheel drive.Power: 88kW @ 6000rpm; 128kW @ 5500rpm.Torque: 160Nm @ 4250rpm; 240Nm (260Nm on overboost) from 1600 to 5000rpm.Performance: 0-100km/h 9.8 seconds (S 7.4). Top speed 198km/h (S- 222km/h).Fuel consumption: 6.1litres/100km (S — 7.2), tank 40litres (S — 50).Emissions: 145g/km (S — 171).In its class:Holden Astra Twin Top, from $45,790.Ford Focus Cabriolet, from $45,490.Peugeot 207CC, from $34,990.Renault Megane Coupe-Cabriolet, from $44,990.