Convertible Reviews

Some would say it's a brave move to launch a new car which makes an extroverted statement about success and a carefree lifestyle as the world reels from the numbing chill of recession.New car sales worldwide are plummeting but BMW's Mini moment in the sun has arrived.It already had its second generation, oh-so-cool convertible locked into production well before the economic crisis loomed and now it seems there could be a ray of sunshine for Mini amongst the gloom and doom.Its seemingly less than perfect timing could work in its favour with the new cabrio likely to appeal to buyers downsizing from more expensive or less efficient models.An upbeat head of Mini's marketing communications Andreas Hofmann says the Mini's enviable appeal as a fun car and its reputation for fuel efficiency were strong selling points."Our timing (in launching the new Mini convertible) will work in our favour. Buyers are downsizing and that will be a bonus for us, especially in the United Sates and even in Australia,” Hofmann said at the launch of the Mini cabrio in Austria."Even in this climate if a product is right, it will sell," he said.Australia gets the new soft top in Cooper and more potent Cooper S guise in April. It picks up all the styling and mechanical changes introduced in the hatch two years ago, including the 1.6-litre petrol four cylinder motor. In the Cooper S there's been a switch to a twin-scroll turbocharged engine instead of the old supercharged motor. Diesel, too, is under consideration and will probably come later in the year.So it is largely a good news story for the new Mini: it's greener, more frugal, and the cabriolet addresses most of the styling negatives associated with the old version.That puts Mini in a good position to take the fight for sales up to rivals like the Audi A3, Peugeot 207, VW Eos, Mazda MX5 and Holden's Astra. You can also add Fiat's 500 convertible which will be launched in Europe in May.ON THE ROADWho said the Germans don't have a sense of humour?Who else would launch a convertible in Austria as Europe struggles through one of its bleakest winters in living memory. While Australia struggled with heat waves, in the foothills of the Austrian Alps the temperature struggling to get to zero, snow sat a metre deep on the roadside and houses were half hidden under white blankets.There were plenty of puzzled looks from the Austrians, swathed in layers of winter coats, pondering why these strange tourists were driving with the roof down. But Mini reckons there's no reason why you can't drive a cabrio in all seasons and they are right.Certainly the provided thermal jackets, combined with the Mini's new automatic airconditioning system, did the job at keeping frostbite at bay.You certainly don't buy a cabrio to be practical, but this one packs plenty of appeal and some gimmicks.Mini, a brand which likes to be off centre, has blessed the motoring world with a new term, the Always Open Timer, which was quickly dubbed the openonameter.This supposedly clever little dashboard display keeps track of how many hours you have driven topless. Why? Beats me, but it's a great conversation opener.Mini says it "encourages open air motoring." I thought that's the very reason you buy a cabrio in the first place. So now you can have a dashboard display to make you feel good.The neatly designed powered roof opens in 15 seconds flat. It's not the fastest in the business but it can be done at speeds up to 30km/h so you can impress your passengers or fellow road users with Mini's card folding trick on the run.You can also slide the leading edge back to create a sunroof. The top folds down onto the boot lid. It looks neater than before but there's no room for it to disappear completely.The pair of rollover hoops in the old model, which blocked the rear view, have been replaced with a single pop up bar which is far neater affair. The rear window doesn't have wiper so on wet days or in snow you have to rely on your door mirrors. This Mini suffers the same fate as most convertibles in that rear quarter visibility is still minimal thanks to the chunky design of the soft top.The back seat looks purpose built for kids, not adults, but Mini has done a good job in maximising luggage space, albeit you can only get a couple of small suitcases in there, but you can access the rear seat which splits and folds.Under the bonnet, the 1.6-litre four cylinder in the base Cooper model is good for 88kW and 160 Nm of torque. It's no rocket, but the Mini has impressive fuel consumption on its side.The Cooper S is a delightfully different beast and you can pick it from a distance because of the power bulge on the bonnet. It offers added spice with 128kW and 240Nm but uses more fuel. Acceleration off the line takes a claimed 7.4 seconds to get to 100km/h; the base Cooper does it in a leisurely 9.8 seconds.Fuel consumption is rated at 6.1l/100km in the Cooper and 7.2l/100km for the Cooper S but the best we could do was 9l.100km on icy roads.We only drove the Cooper S version which showed little evidence that the extra 100kg the electric soft top adds hampered performance. It may be a different story in the non-turbo version. Nor did we see any evidence of scuttle shake which the previous model suffered from.The Cooper S's ride remains firm to the point of being uncomfortable, especially on broken surfaces, thanks to its larger wheels, run-flat rubber and sporty suspension set up.But it makes up for the hard ride with its reassuring grip and balanced handling, especially in tight twisty roads where there are constant changes of direction.Our six-speed manual test car came equipped with Mini's new stop start system which switches the engine off automatically when stopped to save fuel. Depressing the clutch fires up the engine again. It's a feature we will soon see in Australia on the Mini diesel hatch, but Mini is expected to introduce it on the petrol cabrio next year.Cabrio pricing is expected to rise between 3 and 5 per cent over the outgoing model, which would position the Cooper at just under $39,000 and the Cooper S at under $48,000. You do get some extra equipment like automatic air conditioning, Bluetooth connectivity and USB port for MP3 players to offset the price rise.The cabrio has all the traditional Mini DNA: sharp steering, poise and from the turbo, plenty of punch. Our drive in Austria proved this week, there's nothing chilling or numbing about the Mini's appeal.Price: Not finalised but expect the Cooper to sell for just under $39,000 and the Cooper S for about $48,000. SnapshotBMW Mini convertibleOn sale: AprilEngines: Cooper: Four cylinder, 1.6 litre naturally aspirated, 88kW at 6000rpm; 160Nm at 4250. CO2: 145g/km; Cooper S 171g/kmCooper S: 1.6-litre twin scroll turbocharged, 128kW at 5500rpm; 240Nm at 1600rpm (can be briefly boosted to 260Nm under full throttle).Performance: Cooper, 0-100km/h 9.8 seconds (manual) 11.1s (auto). Cooper S 7.4s (manual) 7.7s (automatic)Transmission: Six-speed manual or automatic optionalEconomy: Cooper, 6.1/l100km; Cooper S, 7.2l/100km. As tested (Cooper S): 9l/100km to 11l/100km depending on road conditions.

When winter becomes a fast fading memory convertible owners drop their tops and let the sun shine in. There are few things more enjoyable in life than driving a rag-top like the Saab 9-3 on a sunny summer day.For a country covered in snow and ice for much of the years it’s surprising that Sweden is a maker of convertibles, but Saab has been one of the main players in the rag-top market for many years.There is now a wide choice of soft tops from many manufacturers, but it wasn’t so long ago that the Saab convertible was one of the few choices we had. Early Saab convertibles were about the only affordable choice just a few years ago and there are still plenty out there today.The 9-3 arrived in local showrooms in 1998, replacing the 900S, which had been a popular model.The range was made up of three-door and five-door hatches and a convertible, which is the model we’re focussing on here.Saab had a long history of building affordable convertibles and the 9-3 continued that tradition. By the time it was launched there were a number of convertibles available from other carmakers so the pressure was well and truly on the small Swedish car maker to hold its place in an increasingly competitive market.From the outset it has to be said that Saab convertibles have always been a little loose in terms of body stiffness and shake was a constant annoyance when driving one. Saab wasn’t alone in suffering from body shake, which was mostly in the dash and scuttle area, but they seemed to suffer more than most.In the late 1980s with the competition never more intensive the Saab was trailing its closest rivals in the body stiffness stakes, it was something most other car makers had been able to get on top of. Saab seemed to believe theirs was acceptable, but one drive of another convertible was enough to know that they were wrong.What made the lack of body stiffness more annoying was that the Saab made a pretence of its convertible being a sports or performance model. The shake was one thing, but the body flexing dulled the handling and made the 9-3 less precise than it should have been.Front-wheel drive didn’t help the 9-3’s precision either, and couple all of that to a powerful turbo engine and the soft-top Saab could be a bit of a handful.As a cruiser though these problems aren’t so obvious, the 9-3 makes a most pleasant car when the sun is shining and the coast road beckoning.The convertible was available in two models, with a choice of 2.3-litre double overhead camshaft four-cylinder engine or a 2.0-litre double overhead camshaft four-cylinder force fed by a turbocharger.The 2.3-litre engine would make 110 kW at 5700 revs, which gave the 1368 kg soft-top good performance without ever threatening to make your nose bleed, the 2.0-turbo engine made 136 kW at 5500 revs, which gave it a little more zip.While the 2.3-litre was smooth and perhaps the better choice, the turbo lag associated with the 2.0-litre engine was a real downer.Transmission choices were a rather wooden shifting five-speed manual gearbox and a four-speed auto with final drive going through the front wheels.9-3 owners weren’t left without when their cars came packed with most of the comfort, convenience and safety items that were sought at the time.The 2.3 rag-top came complete with power steering, power antenna, windows and central locking, it had leather trim, cruise control, trip computer, CD sound, air-conditioning, front and rear fog lamps and an immobiliser.The 2.0-litre turbo had all of that plus six-speaker sound, CD stacker, woodgrain dash and auto climate control air.In 2000 Saab released the Aero model which had the 151 kW boost of an uprated 2.0-litre turbo four-cylinder engine and came fitted with just about every feature on the Saab option list including ABS and traction control.The 2.3-litre engine is a rugged unit that doesn’t give much trouble, and with a chain driving the camshafts there isn’t the need to service it as there is with belt driven engines. Likewise the 2.0-litre turbo gives little trouble and also has a chain driving the camshafts.When shopping for a convertible there are a few things that need to be checked. For starters the interior trim often comes in for a battering from the sun when left exposed for long periods so look for cracking of the leather trim, the dash panel and other plastic parts that will harden and crack or break in time when exposed to the sun’s rays.Leather can get very hot in the sun and be uncomfortable to sit on. Some owners would happily forego leather for cloth for more comfort in the summer months.If you stick with the leather it’s worth treating it regularly with a leather cleaner and conditioner to keep it soft and supple. That way it won’t so readily dry out and crack.Check floor carpets for dampness or staining that might indicate previous dampness from being left in the rain with the roof down.Also check the operation of the soft top, making sure it goes up and down smoothly without any hesitation or jerkiness.Dual front airbags and side airbags provide all round protection for front seat passengers, add to that side head airbags in the Aero and the secondary crash protection is quite extensive.Alex Giansiracusa owns a 2001 9-3 Aero manual convertible and loves it! He was looking specifically for a manual Aero, which at the time was very difficult to find so he went to Sydney to buy his. Now with 32,000 km on the odometer he says it has been very reliable and is very therapeutic to drive. His only criticism is the noticeable turbo lag. Other than that, he reckons he has bought an almost brand new luxury sports car for at a very reasonable second hand price.• body flexing causes squeaks and rattles• solid performance of non-turbo engine• annoying turbo lag on force fed models• interior damage from sun exposure• hot leather in summer months• smooth operation of power roofAn affordable convertible that is generally reliable if you can put up with the body shakes.

Saab, the quirky Swede, has always been in Volvo’s shadow, which was perhaps a good thing when Volvo was the laughing stock of the road. Saab being stuck behind Volvo's shadow meant that few car buyers took a serious look at the cars from Trollhatten when it would have been worth their while to consider one alongside other prestige cars from BMW, Audi, Honda and the like.Saabs are still relatively invisible to most motorists even though the company builds cars with sporty performance, comfort aplenty and commendable reliability.The 900 is just such a car. Built from 1993 to 1998 it was a well built, smartly styled car with enviable reliability that is worth a look if you’re in the market for a used prestige car that will give solid reliable service for many years to come. It’s also a safe, solid car worth considering as a first car for the rookie driver in the family.MODEL WATCHThe 900 was initially offered only as a sleek five-door hatch, with two different versions, the S and SE. The five-door configuration was popular as it doubled as a stylish sedan and a useful part-time wagon when the extra carrying space was needed. A few months later a three-door hatch, a two-door coupe, and a convertible joined the five-door.There were plenty of choices when it came to engines. The most popular engine was the 110 kW 2.3-litre fuel-injected DOHC four, but there was also a 98 kW 2.0-litre version offered which wasn’t terribly popular, and a 125 kW 2.5-litre DOHC 240-valve V6 which was a product of General Motor’s involvement in the company.For a real blast Saab also offered a 2.0-litre turbocharged four, which boasted 136 kW. It could only be described as brutal in the days before Subaru redefined the term with its WRX, but it also suffered from chronic torque steer when you nailed your right foot, which made it much less appealing.The narrow-vee V6 was the first six-cylinder engine ever fitted to a Saab, and was the same engine that was more familiar under the bonnet of the Calibra sports coupe Holden briefly sold here.There was a choice of transmissions, a five-speed manual or a four-speed Asian-Warner electronic auto, and drive was through the front wheels. A clutchless manual gearbox, called Sensonic, was offered as an option on the Turbo in 1995.Novel at the time the Sensonic gearbox simply did away with the clutch pedal, the clutch was actuated by a mechanical system triggered by electronics. To shift you lifted off the throttle, shifted the lever to the gear you wanted, and stepped on the gas again. Quirky yes; necessary, no!The suspension was MacPherson Strut at the front and a semi-rigid axle at the rear, with gas shocks front and back, and an anti-roll bar at the front. Steering was power-assisted rack and pinion.Brakes were disc front and rear with ABS standard on all models.Facelifts in 1996 and 1997 brought more refinement. In 1996 there was Electronic Brake Force Distribution (EBD), alarm, immobiliser, lumbar adjustment for the driver’s seat, and some minor cosmetics, while 1997 brought a smoother gear shift, and the V6 was only available as an auto. There were also special ‘Talladega’ models in honour of the successful record breaking blitz of a 900 Turbo in the US.All 900s were well equipped, even in base form. A long list of features included driver’s airbag, air-conditioning, central locking, fog lights, heated front seats, power mirrors, power windows, and four-speaker sound. A passenger’s airbag was also standard from September 1995.IN THE SHOPMechanically the 900 is pretty well bullet proof, particularly the 2.3-litre engine that is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven which means there isn’t a belt that regularly requires changing. The same can’t be said for the V6, which does have a cam drive belt and Saab specifies it should be changed at every major service, which come up every 40,000 km.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.Check convertibles carefully. Saab changed from hydraulics to electrics for the roof on the new 900 and then switched back to hydraulics for the next model. Get the message. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!Convertible side window seals can leak if they’re not adjusted properlyOWNERS SAYStuart Stone commends the performance, ride, comfort and roominess of his 1995 V6 five-door. He rates the build quality as excellent, but says the cost of Saab servicing and spare parts is too high.David Batrouney has owned his 1996 Saab 900 SE V6 since new and says it’s been a pleasure to own. It is comfortable and economical on long trips and has never broken down, although he says he would like more powerful headlamps, and the suspension is harsh on road imperfections.Alan Mackew bought his 1994 Saab 900 S 2.3-litre five-door two years ago. It had done 70,000 km, came with a full service history, and cost about the same as a base Corolla at the time. Alan wanted something different which was economical, built to last and good for long distance driving, and bought the Saab after looking at similarly priced Mercedes-Benz and BMWs. The Saab stood out with its high level of standard equipment, useful five-door body configuration, and implications of durability and safety associated with Swedish cars. He’s found it to be a very relaxing and reassuring long distance car that returns very good fuel economy, and would look at a new Saab next time he buys.Accountant Evan Evangelou bought his 1995 900 convertible two years ago with just 30,000 km on the odo. Overall he’s happy, and would buy another Saab, but says the steering is vague and the convertible body shakes. He also says Saab servicing is expensive and has taken it to a non-factory specialist.Walter de Gregorio reckons that if his 1993 900 convertible had a little more punch on take off, and a smoother gearshift, it would be perfect.LOOK FOR• Forget the 2.0-litre engine, the high maintenance V6, and the turbo; go for the reliable and economical 2.3-litre engine.• Gearboxes are generally reliable, although the manual shift is notchy. Forget the Sensonic clutchless manual, it’s a gimmick.• Build quality is high, and there is little problem with rust although one owner reported a less than satisfactory experience with Saab over rust in his car.• Convertible is an affordable and pleasant driving soft top, but beware of cars that have been left exposed in the sun and rain with the top down. Also know that Saab convertibles shake like crazy.• Brake wear is high so be prepared for regular replacement of pads and rotors.• Front-wheel drive 900s suffer from torque steer on takeoff, the Turbo is chronic.

Saab is a difficult make to judge. It’s the second Swede, a quirky make that has always been stuck in Volvo’s shadow and suffered as a result. For some it has more character than Volvo, and it has always tended to tread a different path, but it remains largely invisible. We all know it’s there, but few seriously consider it a rival for makes like Audi, BMW and the like, even though it builds reliable, comfortable and sporty cars.MODEL WATCHExternally the 9-3 seems little different to the 900 that preceded it. The styling was basically carried over from the previous model with little change and the reality is that little did change other than the model designation, which fell into line with the new system Saab was using, and some simplification of the model range.Saab offered the choice of three-door coupe, five-door sedan, and convertible in the 9-3 range.The styling of the 9-3 was simple, clean and efficient. There was nothing that jarred, the lines flowed nicely, the curves were soft and the shapes clean, but that also meant it was easy to miss. It simply melted into the background rather than stand out.Saab simplified its engine offerings in the 9-3, dropping the V6 and sticking to the well respected four-cylinder engines.The 110 kW 2.3-litre double overhead camshaft four had a solid reputation for reliability and was a Saab favourite, and there was also the choice of the 96 kW 2.0-litre and 136 kW 2.0-litre turbo engines.From 1990 the choices were limited to the 2.0-litre, which came in 113 kW low-pressure turbo and 136 kW regular turbo versions.The transmission choices were a five-speed manual with a rather clunky shift and a four-speed auto, with drive through the front wheels. Early Saabs suffered terribly from torque-steer, which became chronic on the more powerful turbo models.All Saab models came with an extensive list of standard features.IN THE SHOPSaab stuck to its reliable four-cylinder engines in the 9-3, the 2.3-litre four a well known and trusted power plant that gives little trouble.Mechanically the 9-3 is pretty well bullet proof, particularly the 2.3-litre engine, which is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven, which means there isn’t a belt that regularly requires changing.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.The Saab sedans and coupes are generally tight in the body, and retain the tightness over time, but the convertible is full of shakes and rattles. So much so that it can be a turnoff when you first drive one.For a time the Saab soft top was one of the few affordable convertibles on the market, and buyers tended to accept its scuttle shake because there was little choice, but today there are lots of soft top choices and few have the shake problems of the Saab.Check convertibles carefully. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!IN A CRASHDual front airbags were standard in the 9-3 as the main secondary safety protection. ABS and safe handling provide the first line of protection in a crash situation.OWNERS SAYChris Bor bought his 2001 9-3 turbo a year ago after falling for a friend’s 9-3 cabriolet in Sydney, but chose the five-door sedan because he felt it was better suited to Melbourne’s climate. It’s done less than 40,000 km and hasn’t given him any problems to date. Chris likes the Saab’s style, the performance, and particularly appreciates its roomy boot, which is handy for his work as a salesman. While Chris acknowledges Saab’s poor resale he says it worked in his favour when he bought it.LOOK FOR• good value for money• low resale values• modest performance from low pressure turbo• plain and simple looks• reliable 2.3-litre four cylinder engine the pick of the bunchTHE BOTTOM LINEWell built Swede is often overlooked, but soft resale values can make a good used buy.RATING80/100

Porsche’s attempt to move away from its traditional roots with a range of front-engined sports cars in the 1980s proved disastrous. It wasn’t that the cars were bad, it’s simply that die-hard Porsche fans refused to accept anything other than a car with a rear-mounted air-cooled ‘boxer’ engine and sales of the front-engined cars didn’t get off the ground. With that sort of background the arrival of the Boxster in 1997 was a much anticipated event.The German sports car maker was acutely aware that it had to expand its range of cars beyond its traditional models or face extinction. The front-engined experiment had failed so there was plenty riding on the Boxster when it was launched.Unlike the front-engined models – the 924, 944, 928 and 928 – which represented a major departure from Porsche history, the Boxster honoured the past despite being quite different to the great old Porsche models.For a start it looked like a Porsche. It was reminiscent of the old Speedsters of the 1950s, and bore a clear family resemblance to the 911, which became even clearer with the release of the new generation 911 in 1998 that shared many body panels with the Boxster.Some hardcore Porsche traditionalists remained unconvinced that it was a “real” Porsche, but sales surged. Aided by a base price tag of $109,900, which made it relatively affordable, the Boxster attracted people to the brand who would never have considered buying a Porsche before.MODEL WATCHThe Boxster was a marked departure from past Porsche practice although it wasn’t immediately obvious from the outside.The engine, a horizontally-opposed 2.5-litre six-cylinder ‘boxer’ unit, was totally new. Most notably it was water cooled instead of being air-cooled as was previous Porsche practice, apart from the front-engined cars.Boasting an alloy cylinder block and heads, dry-sump lubrication, with twin overhead camshafts on each bank and four valves per cylinder, the fuel-injected Boxster engine produced peak power of 150 kW at 6000 rpm. Maximum torque was 245 Nm at 4500 rpm, but importantly more than 200 Nm was available between 1750 rpm and 6400 rpm, which made it smooth and tractable.The power was transmitted to the rear wheels through either the standard five-speed manual gearbox, or the optional five-speed ‘Tiptronic’ auto that added $7000 to the price tag.The smart ‘Tiptronic’ auto would choose the correct gear for the moment based on what the driver was doing, accelerating, coasting or braking, but it also offered the driver the fun option of self-shifting using buttons on the steering wheel.Acceleration was brisk with either transmission, the 1250 kg manual two-seater able to reach 100 km/h in 6.9 seconds, the auto only marginally slower. Top speed was quoted as 240 km/h.In another departure from past Porsche practice the engine was mid-mounted rather than being slung out behind the rear axle, which was the source of the Porsche reputation for being difficult to drive quickly if you couldn’t conquer their habit of oversteering when you lifted off the throttle.There was no such problem with the Boxster with its mid-mounted engine. Coupled with its independent suspension front and rear its road manners were impeccable with a wonderful balance that made it a sheer joy to drive.Powerful four-wheel disc brakes slowed the Boxster with the assistance of standard ABS, while traction control was optional.Standard wheels were 16-inch alloys, with 17-inch alloys optional.The Boxster was also comfortable with none of the privations that were part and parcel of old time sports cars. The sports seats were comfortable and supportive and the folding roof worked a treat. With the touch of a button it would lower, taking 12 just seconds before eventually disappearing into the rear compartment.It was just as easily raised to make the Boxster quiet and thoroughly weatherproof, even at high speed.There were also two quite generous luggage compartments, which meant you could take along all the luggage you needed on a trip, and you didn’t lose any luggage capacity when the roof was lowered.The Boxster’s interior was criticised by some owners for being bland. Some of the plastic trim components were a little too hard and plain for a car of such high price, they said, and Porsche reacted by upgrading the interior in the model released in 1999.Even so the original Boxster interior is roomy and quite well appointed with lashings of leather to soften the hard plastics of the dash and console.Standard equipment included air-conditioning, a super sound system with CD stacker, twin airbags and remote central locking.IN THE SHOPPorsches are generally one of the most bulletproof cars on the road. Many are kept locked away in garages during the week and only brought out on sunny days, but there are also plenty that are used day in day out as round town transport.Porsches are easily the user-friendliest sports cars on the market. They are just as happy to trundle along in everyday traffic, as they are the blast along an open road at warp speed.They also give very little trouble. There are plenty of old Porsches on the road with 200,000-plus kilometres showing on the odometer, I’ve even seen a mid-1990s 911 with more than 300,000 km clocked up. The bottom line is that Porsche are built to last, and they do that with admirable reliability.If you’re shopping privately check the bona fides of any car before you part with your cash. It’s best to buy a car that has been delivered locally rather than an import, even though imports are sometimes attractive because they are usually priced lower.And check for a service record from a reputable Porsche service agent.LOOK FOR• superbly balanced handling• brisk but not breathtaking performance• practical for everyday use• well designed soft top

With its folding steel roof Peugeot’s 206CC was two cars in one, combining the fun of a convertible with the comfort and security of a coupe. It wasn’t the first car to feature a retractable steel roof, the Americans were toying with the concept in the 1950s before Mercedes really nailed it with the SLK in the ’90s, but the cute Peugeot was the first to make it an affordable alternative to the rag top.Traditional convertibles had folding fabric tops, but there are a number of deficiencies in a soft top. They don’t provide much, if any, noise insulation, they often leak and can be slashed by someone intent on breaking into your car, and those foggy plastic rear windows are just a pain. On top of that they contribute nothing to a car’s structure at all.A steel roof, on the other hand, doesn’t leak, it can be as quiet as a regular coupe or sedan, afford a greater level of security, and can contribute to a car’s strength by dint of its rigid panels.MODEL WATCHThe arrival of the CC – coupe cabriolet – version of Peugeot’s little 206 came as a surprise.Mercedes-Benz had shown a folding steel roof was plausible with the SLK sports car, but the idea of employing the apparently expensive concept on a cheaper model wasn’t really considered a possibility.It’s really a brilliant concept. With the steel roof in the raised position the occupants are afforded the comfort and protection of a coupe, but it’s also possible to lower the roof to reveal a fun convertible in a matter of a few seconds.If there’s a downside to the concept it’s that you lose more than half of the boot space you might otherwise use for carrying luggage, shopping or what have you when the roof is folded away.The 206CC sat on the same wheelbase and track as its sedan cousins; it also shared the same front floorpan and drivetrain with the more modest models in the 206 range.It didn’t matter which way you viewed it the 206CC was cute, a mix of form, fashion and function with a roof that disappeared from view in 20 seconds at the touch of a button on the console.Inside it had four seats, but in reality it was a two-seater with rear seats suitable only for occasional use.The seats, dash and door panels were lifted from the 206 sedan, but the rear is unique to the CC.Under the cute curves lay a form of MacPherson Strut front suspension, with an anti-roll bar, and a system of torsion bars at the rear, also with an anti-roll bar. On the road it had a comfortable ride and it handled with aplomb.Steering was power assisted rack and pinion, while brakes were disc front and rear with the assistance of anti-skid control and electronic brake force distribution to ensure optimum brake effort where it was most needed.Two engines were on offer, a 1.6-litre double overhead camshaft fuel-injected four-cylinder unit that was linked to a four-speed auto, and a 2.0-litre double overhead camshaft fuel-injected four that came with a five-speed manual gearbox.The 1.6-litre engine developed 80 kW at 5800 revs along with 147 Nm at 4000 revs, while the larger engine made 100 kW at 6000 revs and 194 Nm at 4000 revs.On the road that translated into a 0-100 km/h sprint of 12.5 seconds for the 1.6 and 9.3s for the 2.0-litre model.Standard features included climate control air-conditioning, power windows and mirrors, cloth trimmed sports seats, drilled ‘rally’ style pedals, height adjustable steering column and driver’s seat, and remote central locking.IN THE SHOPThe earliest 206CCs are approaching the time for a timing belt change and it’s important it be changed at 80,000 km or four years, as a failure will result in some nasty internal damage to the engine.Check for a service record that can be verified, and look inside the oil filler cap for sludge, the enemy of all modern engines.Transmissions stand up quite well, as does the rest of the drivetrain, but brake wear can be high with discs expensive to replace.Check that the roof operates smoothly when being raised or lowered, if it doesn’t it could be because of poor crash repairs that have left it misaligned.The 206CC also suffered from some dash shake so expect a few rattles as time goes on. It’s not a major problem, but can be annoying.IN A CRASHDual front and side airbags provide comprehensive crash protection, while ant-skid brakes with brake force distribution add a further layer of dynamic primary protection.OWNERS SAYAfter Cheryle Fry told her husband she wanted a convertible for her next car, but that she also wanted a hard top, he went looking for something suitable. When she saw a photo of the 206CC she knew that was the one she wanted. Her husband agreed with great trepidation as being a bit of a car buff he had doubts about Peugeot reliability and build quality. After more than a year of ownership and numerous roof-down days on winery trips and joy rides she says the car has not given a moment of trouble. As the car does not carry a spare wheel her husband put Tyre Shield in the tyres many thousands of kilometres ago and she has never had a flat tyre. On a recent trip to Bathurst on mostly corrugated dirt roads with jagged rocks the car and tyres performed superbly. This car is everything I expected it to be and more!LOOK FOR• cute styling• smooth roof operation• comfort and convenience of folding steel roof• quite robust mechanicals• good level of crash protection• limited rear seat accommodationTHE BOTTOM LINEGood looking fun convertible with the convenience and security of a coupe.RATING70/100

Mention the name MG and an image of a rakish sports car racing down a winding country road, windscreen folded forward, its driver’s hair blowing in the wind comes instantly to mind. The British brand is synonymous with sports cars, it’s the first car you think of when sports cars are talked about, so it was a sad day when the revered old badge was put down in the early 1980s.Equally it was an exciting day when Rover unveiled a new MG sports car at Geneva in 1995. It took another two years before the MGF arrived in Australia, but it was a time of great celebration by MG enthusiasts, coming 24 years after the last MG sports car was sold here.Despite the absence the love of MGs barely waned over the years. Thousands of enthusiasts and more than 20 MG-dedicated car clubs ensured the memory of the great sports car brand would live on. The return of the octagonal badge gave them cause for celebration, and the MGF didn’t disappoint.Thankfully the ‘F’ wasn’t a stuffy remake of the past aimed at crusty old buffers who remain locked in the 1930s, it was a thoroughly modern design that brought the MG brand right up to date.It had to be because the sports car market was several degrees hotter than it was when the last MG sports car left the production line back in 1982. While MG was lying dormant Mazda, BMW, Mercedes and Honda had rediscovered the joys of topdown sports motoring and had developed new models. By the time MG returned to showrooms around the world buyers had plenty of choice.MODEL WATCHThe pretty ‘F’ was a major departure from MG tradition with its engine located amidships, just behind the cockpit, for optimum 45-55 per cent front-rear weight distribution and brilliant handling. Put simply the MGF was a great driver’s car.Double wishbone independent suspension was featured at each end, along with anti-roll bars and Hydragas spring/damper units as well as a conventional strut. The Hydragas suspension was a development of the old Hydrolastic suspension used on Minis back in the 1960s. It’s a system that links the front and rear suspension units to better control the ride.Steering was by rack-and-pinion and there was an electric power steering option available that was both positive in feel and linear in response.Braking was by discs on all corners, ventilated at the front and solid at the rear, with the assistance of ABS antilock electronics.MG offered a choice of engines. The entry model was powered by a 1.8-litre double overhead camshaft fuel-injected four -cylinder that produced a respectable 90 kW at 5500 revs and 166 Nm at 3000 revs. That was enough to have the ‘F’ accelerating from rest to 100 km/h in a little over nine seconds and on to a top speed of better than 190 km/h.For more zip there was the VVC engine. The VVC was Rover’s Variable Valve Control engine, a 1.8-litre double overhead cam fuel-injected four, but with variable valve timing which altered the inlet valve opening and closing periods to deliver optimum performance, economy and emissions over a broad range of operating conditions.The VVC engine produced a power peak of 107 kW and maximum torque of 173 Nm at 4500 revs, and was redlined at 7300 revs. That was sufficient to power the ‘F’ to 100 km/h in 7.7 seconds, and a top speed of 210 km/h.Initially there was just one transmission on offer, a five-speed manual, but in 2001 there was also the choice of a sports-shift five-speed auto on the regular ‘F’.The interior was roomy and comfortable with a number of small compartments to store most necessities, while the boot was roomy enough to carry a reasonable amount of luggage.The roof was manually operated, but was easy to raise and lower. The rear window was plastic which meant it was prone to discolouration over time, particularly if not looked after.Standard features included dual airbags, power windows, central locking, engine immobiliser and sound system. Options were air-conditioning, CD player and a hard top.Upgraded models were introduced late in 2000. The ‘F’ roadster got more equipment, including a tilt steering column and a CD player, and there was a five-speed sports-shift auto available. The VVC model was also upgraded with standard air-con, tilt column, and CD sound.IN THE SHOPBuild quality has been an issue with all British cars since those dark days of the 1970s when it was a very real concern. Today it’s less of an issue, but is still something to consider as British-built cars are generally not up to the build quality coming from carmakers in other countries.The MGF does have some issues of build quality, but they mainly concern interior trim, which doesn’t stand up over time. Wood grain panels that come adrift, plastic surrounds that fall off, switches that come loose are very visible turnoffs in an otherwise good car.Lack of an adjustable steering column and a rather high seating position makes it a little cramped for tall drivers, and the heater box in the passenger side footwell is an unwelcome intrusion on leg room.Always be careful when checking a soft-top sports car or convertible to see how the roof and interior have been treated. One ‘F’ recently inspected had a foul smell inside, the result of being allowed to get wet with the roof down. The roof was mouldy, the dash stained, the carpets smelly and in need of replacement. In this case the interior needed to be thoroughly cleaned.A little time is needed to become acquainted with the F’s sharp response. Unlike most front-engine cars, it really is quite well balanced which can be unnerving if you’re not used to it, but once you become accustomed to the handling you’ll find it to be brilliant.On top of that the ride is really comfortable, mostly because the weight over the front wheels is much less than it would be if the engine was located in the front, and that means the suspension can be more compliant.OWNERS SAYAlan Mackew has owned his 1997 MGF VVC for nearly four years. It has now done 110,000 km and he has found it to be totally reliable requiring only routine maintenance and a water pump at 105,000 km. The VVC engine spins freely to the red line and the ride and handling is excellent with a very supple ride provided by the fluid suspension. He says the only real weakness of the car is that if the coolant is not properly changed by someone who knows what they are doing there is a high probability that an airlock will be created in the cooling system resulting in a blown cylinder-head gasket.Jane Attard bought an MGF after considering a Toyota MR2 and a Mazda MX5. The MGF offered the boot space, smooth ride and the style that she preferred. The MX5 felt like a 1960’s Sprite, full of shakes and high pitched engine noise, whereas the MG is exceptionally smooth and solid. She liked the MX5’s short throw gear shift, but found the rest of the car ordinary. The MG has a signature racing style petrol cap that’s been copied by many since it came out. It also has a mohair hood whereas the other cars had vinyl. The MR2 had too many grey plastic external panels and no boot space. The MG had many standard features that were extra on the other cars, such as door sill tread plates and embroidered quality mats. Jane also discovered how safe the MGF is when a crash finished her ’99 MGF off; once the door was forced open she emerged unhurt. Again she shopped for a sports car, looking at the MX5, MR2, the Alfa, BMW Z3 and again bought an MGF. Her new MGF steptronic came with even more features such as leather seat bolsters as standard. Full leather option, including the console and bins, was a factory option whereas on the MX5 and MR2 the factory seats would be stripped by a local tradesman and recovered in leather. There was also a factory full tonneau like the old sport cars had, which is not available for other modern convertibles. The MG also has the bonus of a heritage that a Mazda and Toyota can never have and that you don’t see an MGF on every street is a big plus. For Jane, the MG is the winner.LOOK FOR• great ride and handling• zippy VVC engine• roomy interior with generous luggage space• poor build quality• MG heritage

The MGB was greeted with great excitement when it arrived here in 1963. It was the latest in a long line of sports cars from the British carmaker that had come to define the very essence of what a sports car should be, but the B also caused a sensation because it was such a shift away from MG tradition.When earlier MGs were stripped down to the bare minimum, had a bone jarring ride that threatened to shake the fillings from your teeth, the B was as smooth as silk. MG traditionalists were aghast at this newcomer they regarded as soft and for sissies.MODEL WATCHThe B had indeed departed from MG tradition, but the result was a smooth and sophisticated sports car for its time.Gone was the separate chassis used on previous models, the B was MG’s first unitary construction car, and that resulted in a much stiffer car with more predictable and precise handling.It was also pretty, with classical long nose and stubby tail proportions, and clean uncluttered lines, although critics at the time had problems coming to terms with the fins that had grown from the rear guards.The mechanical package was simple. The engine was a BMC B-series four-cylinder engine of 1.8 litres capacity. It was a long stroke unit with pushrod actuated overhead valves and was fed by twin SU carburettors.On full song the B put out 71 kW of power at 5500 revs, and 145 Nm of torque at 3500 revs, enough to push the 920 kg roadster to 97 km/h in 11.3 seconds, and through the standing 400-metre sprint in 18.2 seconds. When pushed to the limit it would reach 170 km/h.The numbers rightly suggest the B was no fire-breathing monster; nevertheless it was quite spirited for its day.When first released the transmission was a four-speed manual with synchromesh on the top three gears, and a precise gearshift.Underneath, the B had independent front suspension with coil springs and lever type hydraulic shock absorbers, while at the rear it had a live axle slung from semi-elliptic leaf springs and lever type shocks.The B’s brakes were quite good for the time, with solid discs at the front and drums at the rear.Rack and pinion steering was direct, but precise and with quite good feel.Wire wheels, 14 x 4.5 inches, finished off the picture of a classic sports car and the tyres were radials. In standard form the wheels were painted silver, but for an extra dash of gloss they could be bright chrome plated.Inside, the B was quite roomy by sports car standards. It had a broad cockpit with a pair of black trimmed sports buckets either side of the centre tunnel. Carpets covered the floor; there was a black thin-rimmed wire-spoked steering wheel and a full complement of Smiths black-faced gauges.A smoother engine, with five main bearings instead of three, was launched in 1965, and an electrically operated overdrive gearbox followed in 1968.Later in 1968 BMC released the Mk II B, which then boasted an all-synchromesh gearbox as the main change.The final act came in 1970 when the B was replaced by the restyled L, which ran through to 1972 when the then British Leyland ceased local production. The B continued in production in England until the 1980s when it was finally put to rest.A number of these later cars, generally referred to as rubber bumper cars because of their American low speed crash bumpers, have been imported over the years, but don’t have the same appeal as the original chrome bumper cars built here.IN THE SHOPThe simplicity of the B makes it perfect for a restoration project, the sort that bonds a father and son, but beware of restoration costs because they often blow out of control to the point they can exceed by many times the price of buying a car already restored.Rust is the main problem with the B, as it is with any car that’s 40 years or more old. Look for rust in the sills, the floors, around the battery boxes behind the seats, in the front guards, boot floor and in the scuttle.Rust repairs really require expert skills and shouldn’t be tackled at home unless you have the experience to do them properly.It’s best to search for a car that has minimal rust, even if the mechanicals are worn out because it’s much easier to rebuild the engine, gearbox, suspension, steering and brakes at home than it is to cut out rust.The good news is that parts are readily available from specialists, and they don’t cost an arm and a leg by classic standards.The B is also a good base on which to develop and improve. There’s plenty of specialist knowledge available on what to do to improve the performance, and handling, like fitting telescopic shocks absorbers in place of the old level type.OWNERS’ VIEWSJim Bradley was attracted to the MGB when as a young man he saw one zipping around his hometown of Woodend. Later, as an 18-year-old he bought a three main bearing '64 model, which he says caused him nothing but trouble, but looked charming and he missed driving it after it was sold. Ten years later he restored his father’s B, which was in a very poor state. He enjoys the characteristic engine note, reasonable performance and handling.LOOK FOR• good looking classic sports car• solid unibody construction• modest performance by today’s standards• good brakes• avoid rusty resto rockets• ready supply of replacement parts at reasonable cost• affordable fun classic• great club sceneVERDICTSmooth driving and affordable classic British sports car that won’t send you broke if it breaks. Good club scene offers plenty of fun social motoring.RATING75/100

From the moment the Mazda MX5 was launched there were calls for more power, calls that were finally answered in 2002 when the locally developed turbocharged SP went on sale. The MX5’s chassis always seemed as though it could handle more grunt, and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable that it would eventually be turbocharged.Mazda itself had no plans to turbocharge their sweet little roadster, so it was left to Mazda Australia and its veteran motorsport manager Allan Horsley to see the project through to realityAlthough the SP project was a Mazda Australia initiative it only happened once approval came down from Mazda headquarters.MODEL WATCHThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open top cars socially acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone was of the view it should have more grunt, the original 1.6-litre engine was plenty for most owners, but those with more of a motorsport bent wanted more power to exploit the little roadster’s very competent chassis.Mazda first responded by increasing the size of the engine to 1.8-litre, and then refined it with sequential valve timing, but some owners wanted still more.Finally that came early in 2002 when Mazda delivered the first of 100 SP models developed and built right here in Australia.Allan Horsley led the development of the car, but it was built by Prodrive in Melbourne, the company that builds FPV performance Fords in partnership with Ford.The heart of the SP was its turbocharged engine. Mazda took the MX5’s 1.8-litre double overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44 kW and torque by 108 Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157 kW at 6800 revs and 289 Nm at 4600 revs.It was enough to have the little two-seater racing to 100 km/h in six seconds, impressive given the standard car required 8.5 secs for the same journey.An air-to-water intercooler was employed to help get the incoming charge to the engine, a big-bore exhaust carried the spent gases away after they were expelled from the engine, larger radiator was installed to handle the extra heat the turbo engine generated and higher flow injectors were used to deliver the fuel the engine needed.Other features of the SP included anti-skid ABS brakes, 16-inch alloys, remote central locking, power windows, CD player, dual airbags, along with special touches like a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.IN THE SHOPThe main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn’t necessarily harmful if the car has been well serviced, but if it hasn’t been serviced competition can be detrimental to a car’s health.Look for holes that have been drilled in the body work for things like a roll bar, fire extinguisher, and other equipment under the bonnet.It’s best to reject a car that has clearly had a hard life, but don’t be so concerned about one that has been used for the occasional club event.It’s highly likely that most SPs will have been owned by members of the MX5 club so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes so be suspicious of a car that has sludge in the engine.Inspect brakes for disc wear to avoid the potential cost of replacement, also check tyres for wear as they tend to use them up.Keep an eye on the exhaust while driving looking for any smoke from the engine.IN A CRASHSafety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful antiskid disc brakes are a potent recipe when it comes to avoiding collisions.Add to that dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.OWNER’S VIEWSRob Spargo is a committee member of the Mazda MX5 Club of Victoria and owns SP number 82, bought in 2002 after convincing his wife, an MX5 owner herself, that it would be an investment much like the Falcon GT HO Phase III. It has now done over 83,000 Km and has had a couple of exhaust brackets replaced after they broke, the intercooler piping had to be realigned to correct a build problem, and the power steering pump and blow-off valve have been replaced. Rob says that it is just brilliant as a daily driver and fun machine.LOOK FOR• agile sports car handling• high performance from turbo engine• potential for increase in vale as a classic• be wary of cars used in competition• check history of use• ensure it has been regularly servicedTHE BOTTOM LINEThe MX5 was finally given the power to match the chassis and a great sports car was the result. Good potential for value to increase in the future as it becomes recognised as a classic.RATING75/100

When most of us think of sports cars the image of a small, light, two-seater high on performance, but with few creature comforts, usually springs to mind. The image is a very British one, which can be explained by the predominance of British sports cars in the 1950s and 1960s when sports cars were a popular mode of transport.Anyone who cared, or dared, to look beyond the British brands, like MG, Austin-Healey or Triumph, would have found many other brands building distinctly different sports cars. Brands like Porsche and Mercedes-Benz were taking quite a different path with their cars, which didn’t fit the familiar British mould.Mercedes in particular was building sports cars on a much grander scale. Where British companies achieved levels of performance by using small mildly tuned engines in lightweight chassis, the Germans typically used bigger, more powerful engines in bigger cars.It was the same when the new wave of sports cars arrived in the late 1990s. The British sports cars were mostly confined to history by then, although MG enjoyed a resurgence and followed the old power-to-weight tradition by building a small light car with a tuned engine.Mazda mostly followed British tradition with the MX5, a small light car with a nimble chassis and a modestly tuned engine, while Mercedes followed its traditional path with the SLK, which was more sophisticated with lots of creature comforts to make the sports car experience a more enjoyable one for those not necessarily hooked on old time sports cars.MODEL WATCHThere was plenty of choice when Mercedes launched the SLK in 1997. Mazda had made sports cars popular once again and by 1997 there was a plethora of models on offer from a number of companies.No matter what your budget you could find a slinky drop top to suit your wants and desires.At $98,500 the SLK slotted into the middle segment of the market. It wasn’t cheap, but it wasn’t the most expensive sports car on the market either.Typically Mercedes the SLK came packed with the latest technology. It had a clever steel roof that folded out of sight into the boot when you wanted to soak up the sun, but provided all of the security and comfort of a coupe when raised.It was the best of both worlds and the forerunner of many more models that would follow in the years after the SLK’s arrival.The only downside to the roof was that it slashed the available boot space once it was lowered. It was best to travel lightly if you were touring in an SLK.Chunky was the best word to describe the SLK with its wedge shape and large flanks, but it was attractive whichever way you looked at it.It was a little cramped inside, but it was stylish. The seats were typically ’Benz, flat and broad, which meant most people would fit in them, but they didn’t provide the best of support in the sports car tradition.The trim was a dashing blend of bright colours, leather of course, and there was a touch of nostalgia with the classical instruments and retro alloy touches on the centre console.At first there was just the one engine option available. It was a supercharged 2.3-litre double overhead camshaft four-cylinder unit that pumped out 142 kW at 5300 revs and 280 Nm at 2500 revs.When stirred into action the SLK230 was capable of accelerating from rest to 100 km/h in 7.6 seconds.As with the engine there was only one choice when it came to transmissions, and it was a five-speed auto. True, it could be shifted manually when you wanted to up the fun stakes, but it wasn’t in the class of the Porsche Tiptronic, and a long way short of a real manual ’box.Underneath lay independent suspension front and rear, four wheel discs with ABS, traction control and power steering.Inside there was standard air-conditioning, power windows, the roof was powered, remote central locking, immobiliser, and dual airbags.On the road the SLK behaved well. It handled nicely, rode comfortably, braked with assurance, but was geared more to highway driving than spirited driving down a winding country lane.A few months after the initial launch Mercedes offered a slightly cheaper SLK200 model with a 100 kW unblown 2.0-litre engine in place of the supercharged 2.3-litre unit.IN THE SHOPMercedes-Benz cars generally stand the test of time well, and with around 100,000 km on average on the odometer the SLK models are still in their prime when it comes to service.When checking one with the thought of purchase check for a service record because it’s better to buy one that has been cared for by a ’Benz dealer or at least an acknowledged specialist than one that hasn’t been serviced properly.Have it checked by a specialist who knows the make and model.Unlike some other sports cars the SLK is unlikely to be used in motor sport so they’re not normally abused.OWNERS SAYJanice Hyndman has travelled 54,000 km in her SLK230 and loves driving it, particularly on a sunny day when she can lower the roof. She loves the uncluttered, classical style, says it has sufficient power, and the boot is roomy enough for her needs. While she says it’s comfortable for her, her husband finds it a little cramped, particularly in the foot wells. Apart from a window winder motor that required replacing Janice says her SLK has been very reliable.LOOK FOR• Classical styling• great folding steel roof• comfortable ride• secure handling• good performanceTHE BOTTOM LINEGood looking drop top that makes a perfect cruiser on a sunny day.RATING90/100