Convertible Reviews

In a world in which it is becoming increasingly difficult to enjoy driving cars the Mazda MX5 stands out as a beacon of old fashioned fun. Mazda’s little sports car isn’t the most expensive, it isn’t the most powerful, and it certainly isn’t the fastest car on the road, but it has to be the most fun of any currently putting rubber to road. It’s one of those cars that can be enjoyed even while parked at the kerb, a car that puts a smile on your face the moment you see it.The MX5 is a thoroughly modern car, but at the same time it’s a blast from the past, built to the time proven formula that produced some of the great old sports cars. It’s a beguiling blend of cute looks, light weight, an agile chassis and adequate power at an affordable price.Mazda launched the original MX5 in 1989 and gave the sports car a place in the world of modern motoring. Before the MX5 sports cars had virtually disappeared from our roads, it was only the very well heeled who could afford Ferraris and Porsches and the like. Sports car motoring had become the pastime of the rich and famous.The MX5 changed all of that.MODEL WATCHThe MX5 was an instant hit when it arrived in showrooms in 1989. It was snapped up by sports car fans that’d been deprived of their fun for almost 20 years since the last MGB left Leyland’s Sydney production line in the early 1970s. The MX5 was very much the spiritual successor of the old MG.Once the euphoria had died down, however, some found fault with the MX5’s modest performance and rather rubbery chassis. Simply, while they loved the MX5 they wanted more.It was inevitable that the MX5 would evolve as Mazda strove to meet the demands of the market, and ward off the growing number of rivals that were spawned on the back of its runaway success.The MX5’s evolution continued with the 1998 update, which is instantly recognised by its new face.While it looked like its predecessor there was a number of detailed changes that set it apart. It had fixed headlamps in place of the pop-up units that were part of the original model, the gaping mouth was reshaped according to Mazda’s corporate look at the time, the front and rear guards were given new lines that gave the MX5 a tougher look overall.The same 1.8-litre double overhead cam four-cylinder engine could be found under the bonnet, but it was then producing 106 kW at 6500 revs and 165 Nm at 4500 revs to boost the performance of the 1026 kg two-seater roadster.Variable valve timing further boosted power and torque to 113 kW and 181 Nm in October 2000.A locally developed turbocharged model was added to the list to satisfy those with a need for more speed. That engine’s output was up to 157 kW at 6800 revs and made the MX5 a more lively ride.One of the delights of the MX5 from the beginning was the gearshift with its precise short throw that made gear changing fun. In the 1998 update the throw was reduced to make it even more fun.Underneath, the MX5 retained its double wishbone independent suspension, which was enhanced by power-assisted rack and pinion steering and four-wheel disc brakes.The MX-5 was always a responsive little car with an agile chassis, but the body was stiffened in the 1998 update and it became even more responsive.There were a number of changes aimed at improving the MX5’s comfort. A glass rear window replaced the old flexible one making it even easier to operate the roof and eliminating the problem of fogging that eventually claimed the old window. There was also a wind blocker that reduced wind turbulence in the cockpit and made topdown motoring a little more comfortable.IN THE SHOPThere’s not much to be concerned about with the MX5. Check the usual things like a service record to confirm regular maintenance and body condition for evidence of a traffic tangle, but the little roadster generally stands up well.It’s worth taking a close look for evidence of motor sport use, which can be the presence of a roll bar in the cockpit, extra holes drilled in the body, the fitment of a fire extinguisher, or extra bonnet pins or tie-downs.Although the MX5 will cope quite well with amateur competition it’s probably worth walking away from cars that have been used in motor sport and look for one that’s obviously been used in more leisurely pursuits.IN A CRASHDual airbags provided the ultimate crash protection in the MX5, but it shouldn’t come to that given the little roadster’s nimble chassis and powerful four-wheel disc brakes, which were ABS assisted after 2000.OWNERS’ VIEWSGiuseppe Baratti owns an MX5 SE. From when he first saw it he says he wanted one because it looked smarter, was faster and handled better than the non-turbocharged model, while only being marginally more expensive. It inspires confidence in the driver, he says. the steering is quick, gearbox precise, handling sharp, and grip levels ridiculously high. A trip to the shops will never be the same. It has been 100 per cent reliable and running costs are quite reasonable. If you really try, he says, you might convince yourself that the MX5 is a sensible car. But there is only a token effort at practicality, with snug driving position and a tiny boot.Col Nicholl has been driving for 34 years and says he still gets excited when he drives his 1999 10th Anniversary Edition MX5, which he says has become one of the most sort after models since the MX5’s inception in 1989. Col’s is one of 150 sold here and was packed with special features like Innocent Blue Mica paint, black leather/blue suede interior, Bilstein suspension; tower strut brace; ABS; six-speed gearbox, polished alloy wheels, blue soft-top, etc.Kristian Curcio is the proud owner of a 2002 MX5 with 52,000 km on the clock. He bought it one year ago after taking one for a test drive and noticing the perfect balance and road holding, and the magnificent gearbox. The power is not great, but it is very nippy especially when run on 98 RON fuel. It says it looks great and he’s happy with the fuel economy.LOOK FOR• modifications that suggest motor sport use• generally robust and reliable mechanically• avoid grey imports with an unknown history• great handling• modest, but adequate power• small cockpit can be tight• tiny boot• cute head turning looksTHE BOTTOM LINEThe perfect tonic after a boring day in the office, the MX-5 is what sports car motoring is all about.RATING85/100

When the Mazda MX5 was launched in 1989 it was like a breath of fresh air to a country starved of sports cars for almost 20 years and it ushered in a new era in fun motoring. Now in its mid-life the original MX5 is a reliable and affordable entry level sports car, particularly for anyone keen to enter motor sport and enjoy events such as the annual Grand Prix Rally and the many other mostly social road rallies that are now so popular.The MX5 changed the way we looked at cars. After a decade or more when cars were viewed as evil polluting monsters it was no longer antisocial to enjoy motoring and the clearest sign of that was the MX5’s instant acceptance by the car buying public.We’d been starved of real sports cars since 1972 when Leyland halted local production of the MGB, the last of the traditional British sports cars, which first hit the roads in 1962. The lack of sports cars meant enthusiasts had to keep the old MG going well beyond its use-by date if they wanted to continue to enjoy the thrill of wind-in-the-hair motoring.Ironically the arrival of the MX5 gave the venerable old MG a new lease on life. Those who held nostalgic memories of the sporty British roadster went looking for another one to rekindle their youth, while others turned to the ageing sportster as a substitute when they couldn’t afford the $29,550 Mazda was asking for the MX5.For a time the price of MGBs climbed as the demand increased and it wasn’t long before clean, original cars were going for $20,000-plus. Restorers were flat-out trying to keep up with the call for fully rebuilt cars, for which they were getting up to $40,000.Underpinning the MGB’s price was the fact that the MX5 defied the natural laws of depreciation and its price on the used car market held up well against the trend. Anyone waiting for the price to fall was left disappointed.It’s only in the last year or so that the price of used MX5s has dipped below $20,000, and ironically the bottom has dropped out of the MGB market as the price of MX5s has dropped. Now with early examples around $15,000, unless you’re a died-in-the-wool MG enthusiast, there’s no reason to buy an MGB with its breathless performance, oil leaks and unreliable British electrics.MODEL WATCHIt’s no secret that Mazda used the MGB for inspiration when they sat down to create the MX5. In the nearly 20 years it was in production the MGB became the biggest selling sports car ever, and in many ways the MX5 is a modern remake of it.When it was first launched the MX5 had a cute innocence with its clean curves, pop-up headlights and youthful proportions.Power was from a double overhead camshaft, fuel-injected 1.6-litre four-cylinder engine that produced 86 kW, and it had a delightful four-speed gearbox and drove through the rear wheels.Suspension was independent front and rear and there were disc brakes on all corners.It was well equipped with power steering, power windows, leather-trimmed steering wheel and gearshift knob, and radio/cassette sound, but air-conditioning was optional. The roof was manual, but simple to use.Performance was brisk with a top speed of 188 km/h and the ability to reach 100 km/h 8.6 seconds from rest, but its nimble chassis was clearly capable of more and Mazda finally succumbed to calls for extra power and installed a larger 1.8-litre engine in November 1993.At the same time the chassis was stiffened, and a new Clubman model, with a limited-slip differential and sports tuned suspension, was added to the range.An all-new model replaced the first generation MX5 in March 1998.IN THE SHOPThe first generation MX5 has stood the test of time well, and few problems are being reported from the trade.One source reported a weakness in the gearbox with second gear synchro needing replacement at around 60,000 km, and noisy input shaft bearings necessitating an $800-$900 rebuild under 100,000 km.Generally it seems there are few problems, but prospective owners should be aware that with the cars having done 100,000-150,000 km on average that they could face some major service items, like clutch replacement, camshaft timing belt replacement, and overhauling the brakes.The first generation MX5 had a plastic rear window and this can become discoloured over time, particularly if it’s been folded when wet, but any trimmer can fit a replacement.

To rip off an old oil ad “sports cars ain’t sports cars”. Mazda rekindled interest in sports cars when it released the MX5 in 1989, to which other auto makers responded with a number of sports car models that might appear on the surface to be similar, but to assume all sports cars are the same just because they might have two doors and a soft top is a mistake.In the old days you could safely assume that an MG, a Triumph or an Austin-Healey were all pretty similar, but not now as most modern sports cars have quite different characters. Some are comfy cruisers; others have a hard performance edge, while others attempt to satisfy all needs with a bit of both.It’s important to understand your own needs and desires before leaping into a soft top. If you want a car that will impress your friends when you pull up outside the local coffee shop, you might be better off with a convertible, or a sports car with a softer side like an MX5 or four-cylinder BMW Z3.If you want a car that will deliver a spirited ride with lots of zip when you open the throttle on a winding country road, one that will blow away the cobwebs after a dreary week stuck in town traffic, think about the Honda S2000.Honda prides itself on its participation in motorsport, particularly Formula One where it has been a major player since the 1960s when it had its own Grand Prix team. In recent years Honda has concentrated on supplying engines to teams like Lotus, McLaren and lately the BAR outfit, and the results are there for everyone to see.The lessons learnt by its engineers in the heat of battle have filtered down to its road cars, with the S2000 a particular beneficiary.The result is a high performance roadster that offers thrill-a-minute driving if you care to test its limits, while still coping with the day-to-day grind that is the reality of city traffic in the noughties.MODEL WATCHHonda wasn’t a newcomer to sports cars when it launched the S2000 in 1999; the company had built a series of technically advanced small roadsters in the 1960s, but hadn’t produced a sports car for many years.Its background in motorsport, and its past history as a sports car maker, meant it couldn’t resist the chance of getting back into sports cars when the opportunity presented itself in the 1990s.Mazda’s MX5 paved the way for a whole new generation of sports cars as carmakers realised that the demand for open cars had been revived.Like its 1960s S-prefixed forebears the S2000 was a technically advanced sports car with a real performance edge to it that marked it out as a car for drivers who really enjoyed the thrill of driving.Honda made no apologies about appealing to the sports car purist. Anyone more interested in cruising need not bother with the S2000, this was a car meant for the enthusiast driver.The S2000’s styling was aggressive, a tough in-your-face snout with hard lines and a stubby tail made for a no-nonsense package that oozed on-road aggression.The two-seater body was strong and rigid, forming the perfect platform for a car that promised fast response and precise handling.The VTEC engine simply bristled with technology. It was 2.0 litres, had fuel injection, double overhead camshafts driving four valves per cylinder, and Honda’s variable valve timing system which boosted the bottom end while at the same time allowing it to rev hard and high at the top end.The end result was a massive 174 kW at 8300 rpm, with peak torque coming in at 208 Nm at 7500 rpm. Although the torque curve was relatively flat, the power curve was very peaky, and that meant there was lots of work to be done by the driver to extract the performance.Mated to a slick shifting six-speed manual, the Honda S2000 worked best when revved hard through the rev range in each gear. It happily revved to the upper limits of its rev range and 9000 revs wasn’t a problem.While it was great at the top end, the peaky nature of the engine made it awkward to get away from the line. Spinning the rear wheels, if you could get them to break away before the clutch slipped, was the best way to get it moving quickly.With such high performance on tap the chassis also had to be capable, and the S2000’s certainly was. With proper double wishbone independent suspension at each corner, electric power steering, disc brakes all round with ABS, and a torque sensing differential, the S2000 was very responsive, and well balanced when pushed into corners.The downside, if there was one, was that it might well be too sharp for anyone who preferred to cruise. The ride was also harsh, which would surely put some people off.Inside the S2000 was a little cramped, the steering wheel couldn’t be adjusted and you sat a little low for comfort, and the ‘Disneyland’ style digital instrumentation was cute, but a little dated.Even so there was plenty of standard equipment, with leather trim, full sports instrumentation, a quirky starter button, air-conditioning, CD stacker, and dual airbags included on a long features list.IN THE SHOPIt’s important with Hondas to make sure they have been serviced according to the company’s recommended schedule. When serviced properly they give little trouble, but watch out for cars that have been neglected.Always ask for a service record, and follow it up with the people who have done the work. It’s also worth pulling out the dipstick and taking a look at the oil. If it’s clean and transparent there’s every chance it’s been changed, if it’s dark and thick it almost certainly hasn’t been changed. That’s a good time to walk away.Old oil tends to develop sludge, which clogs up the passageways that are vital to getting the oil to the points that need lubricating. Blockages cut the flow of oil and the lubrication of vital engine parts as a consequence.Honda engines, with their tight tolerances, and high performance need to be well maintained to deliver long life and their best performance.Look for external signs of a hard life. It could be bumps and scrapes on the body extremities, scarred alloy wheels, mysterious holes in the bodywork that might have been used to mount a roll cage.When driving check for clutch slip, on take off and under hard acceleration in the intermediate gears. The S2000 could be tricky to get moving quickly, and inexperienced drivers could easily slip the clutch trying for a fast getaway.Well looked after, however, the S2000 is a car that will give plenty of thrills and little trouble.LOOK FOR• good build quality• impeccable reliability if properly serviced• spirited performance from high tech engine• responsive chassis with lots of poise• good resale value• fully equipped• cramped interiorTHE BOTTOM LINEOne for the sports car aficionado with a great chassis and engine, but not one for the faint hearted.RATING75100

It’s hard to imagine a car that has made a more spectacular debut than the Mustang did in April 1964. Stories abound of Americans queuing at dealerships just to get a look at the snappy new car; there’s even a story of a truck driver driving through a showroom window so distracted was he by the ’stang. Another goes that one buyer slept overnight in his car, right there in the showroom, while his bank cleared his cheque.Demand was such that sales outstripped production by 6000 vehicles by the end of the first day of sales. Its success was assured.Can you think of any car that has caused such a commotion on launch? I can’t, but I can tell you that 40 years on the Mustang turns heads today just as much as it did back in 1964.Now doubt about it the Mustang today is the most popular classic car, bar none. It’s also one of the most practical classics, comfortable and reliable with a simple mechanical package and a ready supply of parts.In the early 1960s Ford needed a sporty car to combat new models from rival carmakers, and the quickest way to do it they decided was to tweak the Falcon underbody a little, throw in some Fairlane engines and transmissions, and top it off with a sexy new two-plus-two body.Production started in March 1964, the launch was at the New York World’s Fair in April; the rest is history.MODEL WATCHThe first Mustangs are referred to as ’64 ½ models because they were introduced in April 1964, halfway through the 1964 model year.American model years traditionally begin in the August of the preceding year, so the 1964 model year began in August 1963.Those ’64 1/2 Mustangs came in coupe and convertible variants only, the fastback wasn’t introduced until the ’65 model was unveiled a few months later in August 1964.Initially engine choices were a 170 cubic inch six-cylinder engine, an ‘economy’ 260 cubic inch Windsor V8 which came with a two-barrel carburettor, and two 289 cubic inch Windsor V8s, a low compression with four barrel carburettor and hydraulic valve lifters, and a high compression ‘ho-po’ with four barrel carburettor and mechanical lifters.In 1965 the six was enlarged to 200 cubic inches, and the 260 cubic inch V8 was replaced by a two-barrel 289.Transmission choices for the six consisted of three-speed and four-speed manuals, there was a three-speed manual for the 260 cu. in. V8, and four-speeds for the 289s. All except the ‘hi-po’ 289 could be ordered with Ford’s Cruise-O-Matic three-speed auto.The suspension was basic, consisting of upper and lower control arms, coils and an anti-roll bar at the front, and semi-elliptic leaf springs at the rear.Manual steering was standard, but power steering was an option.Brakes were drums all round, but power assistance and front discs were available as options.Like all American cars of the time there was a long list of options available – trim, wheels, tyres, brakes, power steering to name just a few – and it needs careful study to fully understand.Subtle changes were made to the Mustang at each model change. They were mostly confined to the grille, badges and rear quarter panel ‘air scoop’ trim.BREAKING THE CODESMustang enthusiasts talk in codes, which refer to the engine fitted to a car. It’s a letter, the fifth digit of the car’s VIN (Vehicle Identification Number) that is stamped on the inner guard on the left side of the engine bay, and on the warranty plate, which is on the rear face of the left hand door.The codes are: U – 170 cu. in six (1964); F – 260 cu. in. V8 (1964); D – 289 cu. in. four-barrel carb. V8 (1964): K – 289 cu. in. hi-po V8 (all years); A – 289 cu. in. four barrel carb. V8 (1965/66); C – 289 cu. in. two barrel carb. V8 (1965/66); T – 200 cu. in. six (1965/66).It’s important to understand them, and check them, because they effectively determine a car’s value.IN THE SHOPThe first thing to understand about the Mustang is that it’s a 40-year-old car and like all old cars it will probably have plenty of problems.We all like to dream of finding a pristine one owner low mileage car, but the reality is that most of them have been driven into the ground by owners who never thought of them as classics.Hope for the best, but be prepared for the worst. That way you won’t be disappointed with what you find, and you might even be delighted when you don’t find as many problems as you expected.The early Mustang entered the classic car world quite a long time ago, so most of the good cars have been snapped up. There are some good, low mileage cars left in the US, but they’re now bringing top dollar as owners come to realise their worth.Most of the cars that are left are the ones that have had a hard life, possibly a crash or two, been fixed by back yard mechanics, and have generally been neglected. Expect to find plenty of rust, bad smash repairs, shot mechanics and stuffed trim.The good news is that parts are readily available at quite reasonable prices, so anything and everything can be fixed. No car is beyond salvation, it all comes down to the depth of your pockets.When checking for rust lift the carpets and check the floors, there’s every chance the floors will be rusted through. The rear floors are particularly prone to rusting, so check there, and check the right front floor, under the heater on a LHD car, as most heaters leak and rust eventually sets in.Check the sills carefully for rust, inside and out. It’s a relatively simple fix on coupes and fastbacks, but it’s not so easily repaired on convertibles because the sills provide much more of the body structure on a soft top than they do on the hard tops.Check the boot floor as these rust as well, and check the usual locations in the bottoms of the doors, bottoms of the front guards, and the rear quarters.Rust, even extensive rust, doesn’t mean the car can’t be repaired, but the more rust the greater the cost of the repairs.Mechanically the Mustang is pretty robust, the problem is simply one of age and miles done. The Windsor V8 is a sweet little engine and is pretty tough, but expect it to have worn bores, rings, and bearings. If it hasn’t been rebuilt, then plan on doing it.If you do rebuild the engine do all in your power to keep the original engine and resist the easy way out of replacing it. A ‘numbers matching’ car will always be worth more than a car of mixed heritage.Same with the transmissions. Both the auto and the manual ’boxes are robust, but will most likely need to be rebuilt.There’s nothing sophisticated about the brakes, steering or suspension. All do the job quite well, but will almost certainly need to be rebuilt if they haven’t already been done.Inside, expect the trim to be split and torn, the plastics broken or missing, but the good news is that they’re all readily available from suppliers here or in the US. Trim kits are available in original materials, patterns and colours to recover seats, all interior hardware can be sourced, right down to the smallest part.Electrics are a problem with the Mustang. They’re not as unreliable as the infamous Lucas electrics, but don’t expect instruments and other electrical equipment to work properly.Conversion techniques have improved out of sight over the past 20 years or so, and there are lots of dodgy older conversions out there that don’t steer or stop the way they should. Carefully check the conversion, look for poor welding, cut and welded steering arms, large turning circles that indicate potential problems.Cars that were converted back in the 1970s and ’80s should be taken to an expert for a thorough check of the conversion to make sure they’re safe.LOOK FOR• extensive rust and bad crash repairs• worn out engines, gearboxes, suspension, steering and brakes• split or torn trim• dangerous right-hand drive conversions• six cylinder models now fitted with V8 engines• ready supply of affordable genuine or reproduction parts• check the code

The sight of Australian cars rolling up the loading ramps of ships bound for foreign lands is common today, but 1989 when Ford launched the Capri few Australian-built cars were exported abroad. In many ways the Capri was a ground breaking project that opened the door for other carmakers to walk through.For carmakers facing tough times in the late 1980s it was case of ‘export or die’ and the Capri was Ford’s ticket to survival when it was becoming hard to justify large scale investment in a car like the Falcon that had little or no export potential.A decade after the Capri experiment was called a failure it is Holden, not Ford that is exporting cars to the world. Ironically Holden is now sending the Monaro to the US, the very market Ford tried in vain to crack with the Capri.The Capri began as a design concept in Europe, but it was Ford Australia that stepped up to the plate with an ambitious plan to build the car here and export it to the US where it would sell in sufficient numbers to make it financially viable.It was a chance for Australian engineers, Ford’s in particular, to show the world they were capable of designing and building cars equal to those coming from anywhere in the world.The odd thing is that the while the Capri built a solid and loyal following both here and in the US it is widely regarded as a lemon. There were some teething problems, most notably with the roof which leaked, but these were blown out of all proportion to the point owners became the butt of cruel jokes.The truth is that Ford addressed the roof leak problems quite quickly, but it seems the critics couldn’t be satisfied and the ‘lemon’ tag stuck. It’s really an unfair tag, but one that holds Capri values back.If you can ignore the ‘lemon’ tag the Capri is the least expensive way of enjoying the thrill of wind in the hair motoring.MODEL WATCHThe Capri combined sexy Italian design, reliable Japanese powertrains and down home Aussie engineering in a convertible package conceived to conquer the US.More a convertible cruiser than a sports car the Capri was a budget priced soft top that brought wind in the hair motoring within the reach of everyday motorists.The two-plus-two design with its occasional rear seats meant it was possible to carry friends or kids; it had a clever folding roof, and safe front-wheel drive.Initially power was from a fuel-injected 1.6-litre single overhead cam four producing a modest 62 kW at 5000 rpm, but this was replaced by a punchier 1.6-litre double overhead cam engine with the Series II in 1990.The twin cam engine produced 77 kW at 6000 rpm, but for more zip Ford also offered a turbo version that boasted 100 kW at 5000 rpm.A five-speed manual trans was the standard choice, with a three-speed auto as a softer option. A four-speed auto replaced the three-speed in 1990.The SC model replaced the original SA in 1992 and this brought a greater model choice with the Barchetta, XR2, and the Tickford-tweaked Clubsprint with pearl black paint, turbo engine, sports body kit, and restyled front and rear.The 1993 SE was the last of the line. The Barchetta had power steering, power windows and mirrors, cruise, and four-speaker radio/cassette; the XR2 added alloys, rear spoiler, driving lights, central locking and upgraded sound; the XR2 Turbo had manual trans only, turbo engine and sports suspension; the Clubsprint was available with turbo and non-turbo engine, body kit, driving lights, five-spoke alloys, leather trim and Momo steering wheel.IN THE SHOPThe Capri copped plenty of criticism during its short production life. Coming at the same time as the Mazda MX5 it was inevitably, and somewhat unfairly, compared to the sportier Mazda.Whereas the Mazda was developed as a pure sports car the Capri was developed with more emphasis on cruise comfort than an ability to round corners, so it inevitably came off second best against the MX5.Sports car enthusiasts poured scorn on the Capri because it was front-wheel drive, but the handling was safe and responsive. Early turbo suffered from torque steer, which could be unpleasant under heavy acceleration.Body twist was a fact of life with the Capri, but it was no more than would be experienced with other open cars of the time. It can lead to squeaks and rattles as the body loosens over time.The Mazda engines and gearboxes give little trouble, same for the suspension and other mechanical components.The main concern about the Capri was the well publicised issue of roof leaks on the early cars. It was mostly down to Ford’s use of local material for the roof, but when that split in service causing the roof to leak it was quickly replaced by a material imported from Germany, which fixed the leak problem.Age is now the problem for the roof, so check carefully for rotten stitching, splits or wear in the roof covering where it folds, damaged seals, and discolouring or scratching of the rear window.OWNERS’ VIEWSHeather Watson bought her 1993 Clubsprint in 1997 with 50,000 km on the odometer. Admitting to a mid-life need for an open top car Heather, a francophile, was keen on the Peugeot 306 cabriolet, but when that exceeded her budget she turned to the Capri and hasn’t been disappointed in the 25,000 km she’s done since.“I wanted something that was a bit of fun, easy to drive, comfortable and safe,” she says. “It’s been wonderful. I love driving it, it’s been very reliable and the roof hasn’t leaked.”Peter and Nellie Flagg bought their ’92 Clubsprint turbo with 115,000 km on the odo. They’ve done 50,000 km and say it has been a delight to drive, is comfortable and the turbo motor is very responsive. The only problems have been an oil pump leak, a broken headlight base, and a slight water leak around the doors.Michael and Mary Youngman have owned their 1993 turbocharged Capri for five years. They bought it with 47,700 km on the odo, which now reads 59,150. Long time sports car fans they say the Capri’s roof is only raised in exceptional circumstances. They say the Capri can’t be faulted, it has behaved beautifully, and the engine performs well.Denise Stanford is the proud owner of a 1993 XR2 Capri, which has 92,000 km on the clock. It has been regularly serviced and apart from the usual fluids and filters only the front brake pads have had to be replaced so far. The roof has been waterproof until recently when age has started to catch up with it, with some stitching giving way, some glue losing its grip, and the fabric splitting where it folds. Her only complaint relates to the speakers, which she says weren’t adequate to overcome the wind noise when the roof was down, and now need replacing. Denise says there’s nothing better than to drop the top and purr along, sunscreen and hat in the summer, coat, scarf and the heater on in winter.Jerry Rubinek has racked up 216,000 km in his a 1991 SA Series II Capri, and says it has been excellent. Jerry’s only gripe is with the lack of grunt when the air-con is operating, He’s replaced a headlight and has had a problem with the power windows, but he says there have been no problems with the roof.As an engineer working at Ford on the project Maurie Eason was deeply saddened with the demise of the Capri, feeling that the problems with it had been solved. He liked it so much he bought a 1994 Barchetta, which is now 11-years-old with 122,000 km on it, and used daily by his wife. Mechanically he says it has been faultless, requiring only new tyres, front brake pads, and a new soft top after six years after exposure to the sun and rain finally got to the stitching.LOOK FOR• thrill of wind in the hair motoring• safe and secure handling• ageing of soft top with rotten stitching, tears, and fogged rear window on cars exposed to the sun and rain• comfort with the convenience of occasional rear seating• reliable Mazda mechanical package gives little trouble

BMW’s new Z4 is a giant leap forward from the Z3 which proved quite a disappointment to hardcore sports car fans who had hoped for a more spirited performer. The Z4 certainly looks potent and the first reports suggest it’s also got the performance and handling to be taken seriously, something the Z3 struggled to do over the six years it was sold here.It was the dawn of a new sports car age when the Z3 was launched. Drop top two-doors had been shunned for many years when car design was dictated by the need to be clean, and sports cars were perceived as being at the other end of the green scale.Then came the Mazda MX5 and we discovered that we could have fun on the road, and we could do it while being friendly to the environment and without being antisocial. The little Mazdas were snapped up as fast as Mazda could build them, so fast that other companies couldn’t ignore what was happening and simply had to get in on the act.BMW was one such company. The maker of some of the best driving cars on the road just had to have a sports car in its range, so the Z3 was created.Problem was that they made it with one eye on the American market, which perhaps explains why it turned out to be such a disappointment to potential buyers who salivated over the idea of a true sports car with a blue spinner badge on the bonnet.Truth was, however, that it lacked the basics that appeal to sports car buyers. Its four cylinder engine lacked the sort of get up and go they were looking for, its handling was soggy to say the least, and its looks were cute if a little quirky.The MX5 was also designed in America, but its designers were fans of the classic British sports cars of the 1960s and used them, as a guide to what a sports car should be, so the Mazda turned out to be a delight. Its performance was spirited, its handling was sharp, and it looked good. Mazda built a classic, while BMW’s effort was forgettable.BMW attempted to address the Z3’s shortcomings. They dropped the four-cylinder engine and replaced it with their superbly smooth six-cylinder powerplant, which injected the sort of performance that got your attention, but when it still looked the same as the early car it could never rid itself of the soft tag.While all of that sounds like bad news, it doesn’t have to be. Sure the Z3 might not be snappy enough to satisfy hardcore sportsters, it nevertheless makes a neat cruiser with plenty of comfort if performance and handling aren’t your highest priorities. And it’s hard to beat the cache that comes from driving a Beemer.MODEL WATCHThe Z3 was said to call on BMW’s sports car heritage with styling cues lifted from its legendary 328 sports car of the 1930s and the great 507 of the 1950s. The kidney shaped grille was there on the 328, there were vents on the sides of the bonnet that were to evoke memories of the 1930s classic, while the sweeping lines were clearly reminiscent of the beautiful 507. The overall result though, was that it was pleasant but soft, a far cry from its outstanding forebears.The breathless 1.9-litre four cylinder engine BMW fitted it with further underlined the feeling of softness. A fuel-injected double overhead cam fuel-injected four it put out 103 kW, which was enough punch to propel it to 100 km/h in 9.5 seconds and max out at 205 km/h, but the numbers don’t really tell the story. The problem was that the Z3’s response was flat; it simply didn’t thrust you back in the seat in the way you hope for in a sports car.BMW addressed the problem by dropping the four in 1999 and replacing it with a 2.0-litre VVT version of its smooth six, but even its 110 kW wasn’t enough to change the Z3’s soggy image. Later came a 2.2-litre version, which was better again with 125 kW, but it still wasn’t enough for sports car fans.At the same time BMW was attempting to shore up the bottom end of the Z3 range the company injected some serious grunt at the upper end with a 142 kW 2.8-litre version followed later by a 170 kW 3.0-litre model.But even with the larger six-cylinder engines there was a feeling that the Z3 was still a pretender, a car more at home cruising to the coffee shop for a weekend latte than racing along a challenging open road in the country.Transmission choices were a five-speed manual, which had a nice sporty shift, and a four-speed auto that sucked all semblance of performance from the poor little roadster.Underneath the Z3’s swoopy curves lay independent suspension, the front lifted from the 3-Series and the rear taken from the same parts bin as the 3-Series Compact’s. It was quite competent and nicely balanced but lacked the sharpness and precision that is a requirement for acceptance in the sports car club.Disc brakes on all four wheels provided plenty of braking power, and ABS kept the wheels from locking.That said it had a comfortable ride and was well equipped with a well sorted roof that could be raised and lowered.The Z3 was well equipped with just about everything you could wish for. There was power steering, leather trim, dual airbags, power windows, air-conditioning, power seats and a top sound system.IN THE SHOPBMW has built up an enviable record of reliability in recent years and the Z3 is likewise reliable and robust. Engines, both four and six, are robust and give little trouble if serviced properly by someone who knows what they are doing.The most important check is for a service record that can be verified. Someone who has a knowledge of BMWs, either a dealer or a recognised specialist, should do servicing.Factory parts and dealer servicing are very expensive so look for alternatives if you want to save money.People wanting the prestige of the badge, but lacking the budget to have them serviced have often bought bMWs in the past.Body and trim stands up well to the daily grind so there’s usually no problem there. Same for ancillaries, which perform reliably for years.OWNER’S VIEWPeter Howe has owned his 1997 manual model since ’98 and has added 115,000 km to the 10,000 it had on the odo when he bought it. He’s replaced the catalytic converter three times, and has had problems with the electric seat motors, and the fuel tank retaining strap, but says it’s been economical with good tyre life, a boot big enough to hold a golf bag and buggy. In Peter’s words “it is still a head turner that the MX5 can’t match” and it’s “a pleasure to drive”.LOOK FOR• disappointing performance from four-cylinder engine• sixes are zippier• soggy handling lacks sports car precision• neat folding roof• comfortable ride• well-equipped• BMW prestige• must have service record

If imitation is the sincerest form of flattery, BMW should be feeling pretty pleased with its 3-Series. In the last 20 years or so many companies trying to get a slice of the affordable prestige market have copied it.There’s no doubt that the 3-Series has been one of the outstanding performers of the last 20 years or more. It has proved to be the favoured way of moving into the European world of prestige motoring for many Australians, and still holds its own in a market filled to overflowing with clones.Over the years the 3-Series range has been expanded, and now includes a model to suit everyone, from the Compact hatch, the ubiquitous 318 sedan, to the smooth six-cylinder sedans and coupes, the sizzling hot M3 sports sedan, and the slinky convertibles.BMW were one of the first to bring a convertible to the Australian market, starting with the pretty cabriolets and convertibles of the E30 model in the 1980s. They have maintained a drop-top in their range, and the 328i and the models that have followed have become the benchmarks for soft top motoring.MODEL WATCH Convertibles haven’t always been popular in Australia; a country where the blazing sun can fry exposed skin in minutes in summer. It seems odd really, but Australia was considered too hot to enjoy the thrill of open top motoring, while Europe was regarded as the perfect environment for a convertible.That thinking is outdated. Old time convertibles, while perfect on a mild spring day, were inconvenient and uncomfortable, just ask anyone who was stuck in a sudden downpour trying to erect the roof.Today’s convertibles, epitomised by the BMW E36, are everything the old ones weren’t. The most important development has been in the roof function, which can be raised and lowered in a matter of seconds, without even leaving the driver’s seat.There’s no chance of being caught in a sudden shower, and what’s more, once the roof is in place it’s sealed so it won’t let the rain in like old ones would. It’s also well lined so it’s quiet and snug inside.A modern convertible is like having a sedan when the roof is up, and a sporty car when it’s lowered. A great compromise for those who appreciate a car that can crossover the boundaries that separate family transport and sports motoring.The E36 328i convertible arrived in 1995, an update of the previous 325i model. It used the slinky lines of the 3-Series coupe, with a well developed soft top that attached to the windscreen header with a clasp operated by a single grip, and folded away out of sight behind the rear seat.To raise or lower it you simply had to be stationary, twist the clasp and push the roof away from the windscreen header, and flick a switch on the centre console. It was simple, and it all happened in a few seconds.The 328i is built on the same agile platform as the rest of the E36 3-Series. With independent suspension all round, four-wheel discs, ABS and traction control, it is armed for action.Add to that one of the sweetest six cylinder engines ever built and you’ve got a potent performance package. In the case of the 328i, the engine has a capacity of 2.8 litres; it’s a straight six, with double overhead camshafts, fuel injection, and VANOS variable valve timing that made it a powerful performer right through the rev range. Peak power was 142 kW at 5300 revs, while peak torque was 280 Nm.Transmission choices were sporty five-speed manual with a nice shift, and a smooth five-speed auto.As would be expected of a car this expensive the 328i convertible came well equipped. Alloy wheels, air-conditioning, cruise, remote central locking and alarm, leather steering wheel and trim, power mirrors and windows, and radio/cassette sound came standard.Dual airbags provided crash protection.IN THE SHOP The 328i convertible suffers few problems. Overall the 3-Series is a tight, well built car that stands up well over the long term.They tend to use up consumables at a fast rate. Things like brakes are consumed quite quickly, with OE pads and discs quite expensive. Likewise they tend to use up rear tyres quite quickly, which can also be expensive to replace. Both are the cost of the BMW’s high level of performance.Nothing much goes wrong with the six cylinder engine; it’s as sweet an engine as you will ever drive, with a neat note and plenty of punch.It’s important with convertibles to check the operation of the roof, to make sure it goes up and down smoothly. Check also the condition of the roof fabric, looking particularly for frayed areas, split stitching, and damaged seals, which can occur with regular use over the long term.Check the rear window for fogging or discolouration, which might mean a replacement is in order.Inside, check for signs the car has been left out in the rain with the roof down. It does happen. An owner might have cruised to lunch, and left the roof down while dining, only to be caught out by a sudden shower.Look for water stains in trim and carpets, perhaps even lift carpets to check underneath.Convertible roofs are expensive to replace, and can be difficult to adjust, so it’s important to make sure the roof on the car you want to buy is in good shape. The roof on a car that has been regularly garaged will last longer than one that has been left outside in the elements.Like all cars check for a service record, one preferably from a BMW dealer or an acknowledged BMW expert.OWNERS’ VIEW Paul Sabine of Brooklands Motors has a low kay 1996 328i auto convertible for sale at $46,990. It’s a one owner car, black with tan leather trim, and 44,000 km on the odometer. It drives smoothly, is tight as a drum, with just a few stone chips on the grille and bonnet. The roof needs a minor adjustment where it catches on the rear cover while being raised.LOOK FOR • proof of regular service by specialist• smooth straight six engine• agile handling and smooth ride• easy to use power roof• slinky stylingTHE BOTTOM LINE Smooth, tight convertible with sweet six engine, sporty handling and efficient roof.RATING 90/100

That's the feeling you get — even nearly two decades later — when you're bestowed with the key to 386kW and 630Nm of German powerhaus roadster with a $400,000 price tag.My dad never had anything quite like this, although he certainly wants to, but ripping along a back road in something that actually handles was a novelty for a Jeep driver.Fast-forward 20 years from the 505 Executive Peugeot to the SL 63 AMG from Mercedes-Benz and the feeling is similar, although the G-forces in any direction are somewhat greater.The new-look SL 63 doesn't really handle so much as treat the road with disdain, ignoring corners and obliterating straights. We've had other examples of the facelifted SL and they get along pretty well, but the 63 puts them back into the cruiser category, shifting the goalposts well beyond kicking range.The all-alloy high-revving naturally aspirated 6.2-litre V8 — already seen in several AMG products — produces 386kW at a musical 6800rpm and peak torque of a very hearty 630Nm at 5200rpm.One of the great (and exclusive) features of the SL 63 is the seven-speed auto, which employs a wet clutch set-up instead of a torque converter. Aside from the fact that the transmission gives a big throttle blip on downshift, it shifts quickly (more than 20 per cent) and crisply in the Sport modes (a further 20 per cent in S+) and almost imperceptibly on Comfort mode. Full manual mode offers gearshifts (with paddles or the gearshifter) that take place in 100milliseconds.Short of being on a racetrack the transmission's top half is unlikely to experience the engine's redline, but at least in the firsttwo gears the demon scream of the V8 is addictive — as the instruments flash red to suggest an upchange.The paddles can be left alone as the S+ onthe dial, to select the automatic's mood, offers early downshifts and works well under brakes.The suspension and transmission settings can be programmed into the AMG button — in a similar vein to the M-button in a Beemer — so sports settings can be found quickly.The suspension can be tightened up at the touch of a button as well, or as part of theAMG button, and in Sport mode the body control is admirable — except, perhaps, from the tyres' perspective.The SL 63 sits amazingly flat and points its nose with the authority of a much lighter and more nimble sports car, although the tail feels as though it could bite a driver without the proper skills to control it, sans electronics.Comfort mode still does a good job of containing body roll as well as providing a decent ride quality.It's not a boulevard ride quality but it manages to iron most road bumps out with alacrity. Only when the low-profile (front 255/35 and 285/30 rear) rubber whacks something sharp in the road surface is thereany real disturbance.At full noise the SL 63 AMG hits 100km/h in 4.6 seconds and must feel like it's hitting a wall when the limiter kicks in at 250km/h.But with the flexible engine and seven-speed automatic the official figure for fuel use is 13.9L/100km, although we saw numbers nearer to 20 litres per 100km.It's easy to forget the SL is a convertible but lower the roof — a 16-second delay to proceedings — and the symphony is louder and even more delightful.Hit the seat heaters and the Airscarf system for a chilly night — or the seat coolers for other extremes — and the elements become far less of an issue.With bi-xenon adaptive headlights a night run becomes far easier as well, something that will make the seat-cooling fans less useful as well as reducing the sunburn factor.There are many ranks and titles used in marketing terms to describe cars. If the LandCruiser is “King Off The Road”, then the SL 63 is the Emperor — and there's a lot to like about its new clothes. SnapshotMercedes-Benz SL 63 AMGPrice: from $401,235Engine: 6.2L/V8 386KW/630NmTransmission: 7-speed automatic 0-100km/h: 4.6secondsEconomy: 13.9L/100km (claimed), 19.6L/100km (tested) 

It looks a little old-fashioned, and it only has a four-cylinder engine, but the latest Type 5 is more than capable of embarrassing a Porsche or Lotus on your favourite piece of twisty tarmac.And it will be doing the same thing in Britain as part of a renewed export drive by Lotus.Elfin was brought back from the dead by its V8-powered MS8 and Streamliner but it is the Type 5, with a sharper edge and a nicer price, which has the real potential.Its power-to-weight ratio is better than most supercars and makes acceleration a race against the rev-limiter.But it's the corners that really reveal what the Type 5 is about.The steering is so direct it resembles a road-going go-kart and, like a go-kart, you can also steer it with the throttle.The Type 5 is ideal for the sort of track-day action which is growing in popularity in Australia, as I discovered with some hot laps at the Broadford circuit close to Melbourne. That's where the Type 5 emerges as a giant-killer and more like a 1950s clubman racer than anything modern.It is a car which loves to be hustled.The brake pedal is a touch wooden on the first prod but, even as I notice it, I've already dropped 80km/h for the first turn at Broadford. So I turn. And I'm almost around.It's then just a case of putting in the laps to find where my limits and the Elfin's co-exist. Find a happy medium and it's probably time to upgrade the suspension to add spring seat and rebound adjustment to the standard camber, toe and bump settings.Unlike its V8-powered stablemates the Type 5 is, according to Elfin's general manager John Clark, a modern-day clubman."When we launched the V8s, there was a bit of feedback along the lines of `why don't you develop a true modern clubbie', so we have," Clark says.Clark is justifiably proud of his new toy — and I use the term correctly.The Type 5 isn't a practical weekday vehicle. There's no roof unless you remember to fit the optional canvas cover before you leave the garage and storage space is limited to what you can fit on the passenger seat and floor.It will also pay to apply industrial strength hair gel before you leave home — or pull on a helmet — because this car embodies the carefree "wind-in-your-hair" approach from a time when driving was still about enjoying yourself with the elements.Development of the Type 5 has been underway for more than 18 months and full-scale production will ramp-up in 2009.Elfin is part of the Walkinshaw Performance group which also owns Holden Special Vehicles and that mean access to the GM catalogue which provided the engine from a Pontiac Solstice in the USA. Many other components wear a GM label, such as brakes from the VE Commodore."You can walk into your local Holden service centre and order most parts off the shelf," Clark says.The Type 5 is priced from $64,950, though most owners will spend at least $70,000 optioning and personalising the car. To that end, the paint colour choice is virtually unlimited."We'll paint it whatever colour the customer wants," marketing executive Gary Beer notes.Elfin plans to build 100 Type 5s a year, with 65 allocated for sale in the UK. That leaves 35 for Australians who appreciate being part of a select club and enjoy the challenge of driving a car that is more than just a piece of suburban transport. SnapshotElfin Type 5Priced: from $64,950Engine: 2.0-litre turbocharged four-cylinderPower: 194kW at 5300 revsTorque: 351Nm at 2500-5300 revsTransmission: five-speed manual 

The coupe is a slingshot and the roadster version is not far behind on pace — just 0.2 of a second slower to 100km/h at 5.4 ... but a world ahead on atmosphere.Where the coupe can be a little claustrophobic with the close-set roofline — the price paid for such a spunky profile — the 60kg heavier TTS Roadster opens up to provide the two occupants with a feeling of open-air rejuvenation. The icing on the cake and something that turns other drivers green with envy is the ability to open or close the roof at suburban side-street speeds below 50km/h.The passenger can enjoy the open-air motoring, the ear-belting sound system and the comfy (but optional) baseball-mitt leather seats.Audi calls it “Chennai brown seat upholstery with matching moccasin seams and Espresso coloured stitching” — priced at $2650. Thankfully it's not the other sort of moccasin. What the second occupant doesn't get is the amusement factor found behind the wheel.They're busy looking for grab handles and pointing out potential road hazards, or commenting on the dirt being tickled by the left-hand wheels mid-corner. The car's colour is not Kelvinator white either, rather an off-white pearl-ish hue that looks good on the convertible and a colour being adopted by more and more brands.The back-road canter has not bothered the stability control's electronics at all. Leech-like grip on the road — thanks to a wide-track as well — in all road conditions is delivered by the all-wheel-drive system that uses a multi-plate clutch (between the front and rear axles) that apportions drive to the rear hydraulically as required.Audi says the system delivers the extra drive in milliseconds — twice as fast as it used to, courtesy of a new pressure reservoir feeding the system.Stretching the legs of the TTS droptop a little more, without a passenger, shows just how talented the roadster is. Even without resorting to the sport setting on the magnetic suspension, the TTS rips through a series of bends with out concern — sport mode tightens things up but removes the compliance required on some of our roads. The 2.0-litre turbo snorts and huffs with gusto under deceleration, as the double-clutch gearbox blips delightfully down through the gears. While the corners don't push back heaps of feel — there are only a few Audis that do — the TTS fires out of bends and devours straights.A Porsche Boxster is still a more precise instrument, but you'll need an S to match the Audi for pace.Mercedes-Benz's new SLK 350 has much-improved steering, as well as the pace to match the Audi, as does the Z4 M Roadster, but it's a tie between the spunky little Audi and the Porsche in the beauty pageant.A freeway stint with the roof up showed that even rag tops can be half-quiet. Indeed the noise level in the cabin isn't bad. The uprated 2.0-litre turbo four-cylinder does emit some interesting snuffles and braps, the kind the driver wants to hear. Roof down please — 12 seconds later, the problem is solved — the soundtrack improves and with windows up and electric wind-blocker in place, entertaining open-road work has an extra aural element.The Hungarian-built TTS Roadster we're sampling has the optional dual-clutch six-speed automated manual, which can be left to its own devices in normal or sport modes, with paddleshifts on the back of the steering wheel's spokes. Shifts are slick and sharp, removing drive from all four wheels for only a blink — the best of both worlds; around town these gearboxes are getting better for low-speed carparking duties as well.The xenon headlights are joined by the de-rigeur Audi LED daytime running lights and it's an impressive look, particularly at night. The bottom lineWith a price tag on the other side of $100,000 it's most definitely an indulgence, but an entertaining one that is easy to make use of day-to-day. SNAPSHOTAudi TTS Roadster 2.0 TFSIPrice: from $103,265Engine: 2L/4-cylinder turbocharged 200kW/350NmTransmission: 6-speed S tronic direct-shift, 6-speed manual0-100km/h: 5.4 seconds, manual 5.6secondsEconomy: 8L/100km (manual 8.2)