Convertible Reviews

We haven’t got give five clicks down the road from the six star pub Ferrari is using as a launch pad for its all new California before its carbon ceramic brakes come sharply into play.A posse of Sicilian urchins, apparently inflamed by the ripping V8 of the first car out that morning, essentially bushwhack us, scampering out in front of the oncoming missile, hands upheld. Bandit country though this once was, these pre-pubescent Don Corleones mean us no harm. Gesticulating, grinning and gibbering, they want to touch and feel the unobtainable for just one moment.We’ve been lent this circa $450K motor by Ferrari with the thinly veiled implication that our continued well-being hinges on its safe return. Realising that it’s not going to be boosted, we lower the windows – the retractable lid’s still up - shake each of the half dozen out thrust hands and suggest that standing back might now be wise as we oblige their wishes by taking off as though we had indeed stolen it.There’s an instant of fishtailing, deftly curtailed by electronics, a stunning engine blast, and four seconds or so later triple kilometres an hour have been obtained.So it is that before the fifth klick has been reached, we’ve grasped both the fulsome aural and accelerative response of this marvellous 4.3-litre direct injection V8 and the efficacy of Ferrari’s traction control system, without which the hideously expensive ultra low profile tyres would soon be incinerated.All day the California does its work of widening eyes, dropping jaws and exciting sessions of barely understood yammering. This Mediterranean island might be at the toe of the Italian boot, but this week Sicily is getting all the kicks.Yet for all the fulsome response and over excited locals, this is the Ferrari that according to all forecasts is supposed to be the dully pragmatic take on the prancing pony marque. The lack of an alpha-numeric name’s no accident. This one’s supposed to be for the state that gave us soft rock (and a certain “dreamy” song that only dullard journalists play on), a state of the union which happens to be Ferrari’s biggest market. That the roof is made, not of fabric, but aluminium, is a gesture to the freezing winters of the US north-east - their second biggest market.Moreover, the California comes with a seven speed twin clutch transmission, which essentially means it’s going to be an automatic just about all of the time. While the lines are svelte by the mark of its siblings, the newcomer weighs in at a porky, all-too American, 1735kg. And perhaps worse in the eyes of Fazza fanatics, the newcomer courts illegitimacy by having that 338kW/484Nm V8 mid-mounted at the front. Yes, the California rides the rutted road surfaces of Sicily (all too reminiscent of our own) with quite exceptional poise. Yes, induction and exhaust noises come from opposing ends, not both from the rear. And, yes, it is almost too easy to drive purposefully. And so what? The California embodies not compromises, but improvements in terms of daily usability and even future viability. That engine has the same 4.3-litre capacity as the F430, but the resemblance to that assault weapon end there. This is an almost entirely new unit which feature, for the first time in a Ferrari, direct fuel injection. The chief purpose of this is to improve fuel efficiency and lower emissions – down to 306 grams of Co2 per km – but it also imbues the California with a chest-punching bottom end without cheating on the glorious revability so synonymous with the marquee.You’re going to love how it looks or damn it with faint praise. It’s probably fairest to suggest that they’ve done a pretty good job of designing a package that has a metal roof which folds in without eating boot space while retaining an exotic veneer. Suffice to say, it looks best in black rather than traditional testo rosso or the new kind of blue shade.Any misgivings that the Italians have gone PC on us are rapidly blown away. Capable of dispatching the 0-100km/h sprint in a tested time of less than four seconds, the California is blazingly fast for a road car, thanks going in no small part to the brilliant transmission. It’s a twin-clutch a bit like a common Volkswagen’s DSG, but the difference is immeasurable. Designed by Getrag to Ferrari’s design, this one is devoid of the least hesitation, a blindingly slick mechanism abetted by the manetinno mechanism mounted on the steering wheel.You can keep grabbing gears through the paddle shifter, achieving speeds that might as well be science fiction for all the application they have in Australia. But then you can always just paddle about at 80km/h in seventh and still the California will pull with immense assertiveness. That’s all in Comfort mode.Flick manetinno to sport and it’s a whole different ball game. It instantly feels more alive. Suspension is tauter and traction control looser. Response sharpens. Margins diminish. Gears hold on redline. It points into corners with altogether greater authority.Mind you, get on the gas too enthusiastically on the way out, and you’ll know it. As to going into CSD mode, which withholds all electronic safeguards, well, not on the greasy roads of Sicily, grazie very much. Maybe not even on the track at Fiorano unless you’re a certain Michael Schumacher who participated in the California’s development.Indeed, unless you are him, you’ll surely find this all the car you can handle and a whole lot more. It also happens to be one which is not ashamed to hold comfort and driver accessibility as virtues not vices. While those on the 200-strong, two-year waiting list that already exists in our apart of the world won’t be given access to the 2+2 version with its joke back seats, the two-seater is almost decadently luxurious within.If only it were a bit easier to see out. Pretty much impossible to reverse safely, fat A-pillars and the high waistline restrict forward and flank vision as well. At least you can see up soon enough – the roof drops at a button’s push in 14 seconds.A Kiwi colleague joked that the California is Ferrari’s first multi-purpose vehicle. So it is; a relaxed boulevard cruiser, a freeway eating grand tourer and a B-road bully to boot. And it’s completely beguiling in any guise - if not quite enough to make you want to step out in front of it.FERRARI CALIFORNIAPrice: $450,000 (estimate)Engine: 4.3L/V8; 338kW/484NmEconomy: 13.1L/100km (claimed)Transmission: 7-speed twin-clutch

And, given the push-button convenience of the latter these days, the car's upper garb often comes off quicker.Spring is also, of course, the time when Carsguide preaches to the convertible.It's a task made easier by the ever-expanding range of topless four-seaters _ cars that combine a decent degree of utility with a goodly serving of desirability _ so that now ever more are converting.The facility to have it off and on at will (most such lids fold up or down in around 20 seconds and some can do it at 30km/h) is worth a lot more as a selling point than all the kilowatts and cornering force figures in the world combined. Otherwise, just buy a coupe.Not that BMW's 125i (priced from$63,755) lacks a means of propulsion or is in any way reluctant to address bends.Even detuned to 160kW/270Nm, this three-litre jobbie is a classic example of the Bavarian's trademark in-line six _ which, combined with rear-wheel-drive dynamics, is unique among current compact convertibles.Contrary to the hairdryer image of this genre, the only thing soft about the 125i is its roof which, in a world increasingly given to folding metal numbers, is of fabric construction.For a car that, even by the compromised norm of this type, is knee-crushingly cramped in the back, it's starting to get bloody dear _ though even that's relative, given it's $30K easier on the wallet than the identically engined 325i.Equally, the Volkswagen Eos TFSI (from $49,990) offers value _ indeed, allure _ that would necessitate spending maybe $40K extra on a more prestigious badge.The VeeWee also boasts the best top of all these sometimes-roofless Germans: one with a number of variations, all of which enable it to be completely convincing as either a convertible or as a coupe. In either guise, it looks great.The TFSI shares the Golf GTI's platform and drivetrains: a slick, six-speed manual or a twin-clutch auto driving that sublime two-litre, direct-injection turbo four-potter.If you tick the optional sports suspension with 18-inch tyres box, it can do a fair dynamic imitation of this now-ubiquitous warmish hatch.So can Audi's A3 2.0 TFSI Cabrio (from $54,900) _ as it should, given that it has the same underpinnings and go bits as the allegedly humbler Eos.But although perceived prestige badges can have a disorienting effect on some punters' sense of proportion, the Eos's trick roof is enough to see it shroud out its soft-topped cousin.It used to be that to go topless in traffic, you had to be Swedish; time was, indeed, that Saab's 9-3 was synonymous with this sort of behaviour.But that was 10 years ago. Today, a 9-3 Convertible is an unreliable and outclassed alternative to simply wearing a T-shirt that reads: “Clueless”.Fortunately for Scando enthusiasts, there's Volvo's C70 T5 (from $79,950). No, it doesn't get up and go anything like those mentioned above (despite a worthy 2.5-litre, five-cylinder turbo), much less handle.But it does have visual presence, GT composure, a smart folding metal roof and _ perhaps more to the Swede-lover's point _ a perceptible quality of having been hewn from something extremely solid and ever-so safe.Just as Lexus's IS sedan chucked a spanner into the compact prestige segment by doing a rear-drive/six-pots-up-front package that undercut the Germans for value, so too will the Lexus IS250C coupe/convertible.Seen at the Sydney motor show, this folding-aluminium-roof number is due in these parts in the second half of 2009 _ no doubt priced at a point to cause the Europeans maximum discomfort.The IS250C has a rear overhang some 50mm longer than the sedan, and Lexus claims class-leading boot space even with the lightweight, three-piece lid folded.Roof up, it looks better still, with a coupe sleekness that becomes the IS more than the four-door shape.The IS250C shares the sedan's 153kW/252Nm 2.5-litre V6 and six-speed, paddle-shift automatic.At $1.19 million, the ultimate convertible costs 20 times more than the least expensive car here, but the Rolls-Royce Phantom Drophead Coupe is quite possibly the world's best car _so this seems only right and proper.We mention it mainly to have an excuse to run its exquisite likeness, because next to none of us is ever going to get into one.But it somehow helps to know that those who do have the wherewithal aren't wasting their dough on rubbish.Besides, as the stock market goes at the moment, a Rolls is probably a better investment than shares. 

    Car and road are made for each other and we took great pleasure imagining we were Jim Richards carving the curves, leaving the field in a wailing wake of flat six power.The new 911 makes even mug drivers look good.As the mid-model update of the 997 series, the new 911 ushers in a swag of under-the-skin improvements and a mild tweak to its appearance. Blink and you'd miss the body changes which centre on different bumpers, tail lights and headlights and the adoption of an array of LED running lights at the front.Dig deeper and there's been plenty of activity to make the 911 perform and handle better, use less fuel (under 10.0-litres/100km) and deliver more driving pleasure.The 3.6-litre and 3.8-litre engine capacities are retained but both Carrera and Carrera S engines are totally new.“Every screw is new” said Porsche's engineering guru Thomas Krikleberg.“We have equipped the 911 with direct fuel injection for gains in power and fuel efficiency,” he added.“ It also features Variocam Plus (variable cam timing) and a variable oil pump that saves a couple of kilowatts.”A semi-dry sump system is used and the engine internals treated with low friction coatings.The other major development is a double clutch, seven-speed, automated transmission called PDK that consigns the fully automatic Tiptronic 'box to oblivion - at least for 911.Like other automated double clutch manuals appearing on the market, the PDK system offers rapid-fire changes up and down the range, quicker than any manual or auto.For all intents and purposes, these “PlayStation” transmissions make anything else redundant unless you are a stickler for tradition and want a manual.But why would you, manuals are slower and use more fuel.Both flat-six-cylinder engines are naturally aspirated and are good for 254kW/390Nm and 283/420Nm in ascending order. Both can go well into the four-second bracket for a 0-100kmh sprint with the PDK transmission proving that you don't need eight, ten or twelve cylinders and huge power to make a quick car. A few variants of the new 911 Carrera are available including rear wheel drive, all wheel drive and also soft top cabriolet versions of the same. Prices start at $210,400 for the 3.6-litre Carrera coupe manual.The manual is a six speeder and offers a superb driving experience for the purist.But we went all gooey over the PDK especially in the Carrera S with rear wheel drive and Porsche's optional Sports Chrono pack. Apart from other goodies, this offers Sport Plus driving mode at the touch of a button transforming the Carrera S from a hotrod road car into a no-beg-your-pardons track day special.On the drive, the multi-mode suspension system proved a godsend on some of the rougher sections. Normal mode allows the 911 to waft over undulations and potholes in full control with barely a hint of reaction. The steering is absolutely superb, rating as arguably the best in the business and the brakes, even the standard units will bring a blood rush to your head under full application. Bigger multi-piston units and ceramic brakes are available.But it's the way they go that is so satisfying with a Porsche 911. Hit the throttle and it's “see you later.” There's no mucking around, just whoosh, a blood curdling wail and away you go. It's heightened in the PDK Sports Chrono cars that have launch control. Inside has been mildly revised offering plenty of luxury and style as well as leather colour choices and a killer audio system.Wonder how much equity we have in the house? 

The gains in fuel economy, performance, reduced weight and emissions are palpable.Yet, as far as exterior giveaways go, the updated 997 Series coupes and cabriolets remain discreet.Just like the Carrera 2 cars which led into the latest update of the 911, the new 4 and 4S, pick up direct injection flat-six engines and Porsche's seven-speed double-clutch gearbox.The big difference is an electronic four-wheel-drive system that replaces the viscous coupling arrangement that has been used on the 911 for almost 20 years.The Carrera 4's new all-wheel-drive system is capable of shuffling torque by up to 100 per cent to either the front or the rear axles if needed where the previous system had limited maximum torque split of between 10 to 40 per cent.Prices and final specifications are yet to be finalised because of the ongoing confusion on the Luxury Car Tax increase, but the new coupes will be in the $220,000-$230,000 range for the C4 and $250,000-$260,000 for the C4S. The ragtop versions are $240,000-$250,000 for the C4 cabriolet and $270,000-$280,000 for the C4S.All will be on sale from October 25, just over a month after the two-wheel-drive versions reach the showrooms.On the outside, Porsche fans daytime running lights at the front, the neat LED rear taillight treatment and a reflector strip on the leading edge of the engine bay lid.Inside, the C4 and C4S offer generational gains with 8.5 per cent more power and use up to 12.9 per cent less fuel while the carbon emissions are lowered by 15.4 per cent.The C4 coupe lifts from 239kW to 254kW yet reduces economy from 11.6litres/100km to 10.1litres/100km with torque rising 20Nm to 390Nm Gains for the 3.8litre C4S are 283kW (up from 261kW) and a reduction in fuel use from 11.9litres/100km to 10.5litres/100km with torque jumping 20Nm to 420Nm.On the PDK gearbox front, Porsche is already hinting it may review what it does for the all-new 998 (unofficial code) model which could be out by late 2010 and which could have proper paddle shifters.The argument against all-wheel-drive layouts continuing to have relevance because of their weight impost hurting fuel economy and performance doesn't ring true in the case of the Carrera 4. Despite weighing 55kg more than a C2, a C4 has lapped Nurburgring's Nordschleife circuit two seconds quicker than its two-wheel-drive equivalent by turning an impressive 7mins 56sec. DRIVING:Changes to what is unofficially called the 997.5 mean this version of the 911 drives with a little more steering feel and less cornering push.On the design front, it's difficult for some to pick the updated Carrera 4 and 4S over the 997 series, but behind the wheel the updated all-wheel-drive 911 coupe and cabriolets are a clear and decisive step forward.On a 170km road drive in the Lowenberger region just outside Berlin, the C4 and C4S were put through a variety of smooth top roads, patchwork bitumen, lumpy and bumpy surfaces and narrow cobblestone lanes.In retrospect it was a brave move. They were not roads that suited the Active Damping set up where ride height is lowered by 20mm in conjunction with the Porsche Active Suspension Management feature.Yet the ride on the super-low-profile 19-inch rubber on the launch cars was not surprisingly jarring. Although at times there was a tendency to pick up every little imperfection and corrugation on the road.The real story is considerable steps ahead in driving dynamics and efficiency.More weight to the steering and the dialing out of some push through corners, together with a brilliant new electronic all-wheel-drive system, gives the new C4 and C4S a sharper edge.There is a triple treat waiting for those interested in the upgraded cars with direct injection and the smart PDK transmission in partnership with the electronic AWD combining to give the C4 and C4S coupes and cabriolets even greater precision and surety.At last a 911 driver can enjoy a truly masterful transmission that finally does justice to one of the sweetest chassis in the business.Pleasing levels of refinement in low speed shuffling around car spaces and rolling away from standstill have been dialed into the new double-clutch PDK. It actually creeps forward from a stop without any throttle and, while there is a bit of grumbling detected here and there when trawling the car park, the PDK is the best example yet of these wet/dry clutch systems.In the Carrera 4 coupe sampled on this drive, the PDK unit had few faults although at times the palms of your hands accidentally pushed the button on the wheel to upshift — particularly if any reasonable amount of steering lock was wound on. It's awkwardly placed and accidentally plucking an upshift is not desirable.With the optional SportChrono system ($2200) you get wildly aggressive shifts when you apply the SportPlus button. The change down from third to second is particularly angry with a short, sharp blip that sends the 3.6-litre boxer engine's into a playful yelp.Even in drive mode the gear selector readout on the Instrument Panel lets you know what gear you are in and the centrally-located taco with digital speed readout strikes a happy combination.It's not until you can legally open the taps that you comprehend what all the fuss is about when driving a 911.A comprehensive drive at a former Russian airfield that saw serious service before the Berlin wall came down in 1989 was an environment made to order for one of the world's most definitive sports cars. The exercises which the C4 and C4S 911s were put through ranged from slalom skidpan runs to long and short handling tracks using ideal lines at maximum throttle and a top-speed blast down a runway.On the slalom the C4 was driven both the stability systems functioning and turned off and the behaviour was, even for an all-wheel-drive layout, worlds apart.The new electronic all-wheel-drive set-up and the lockable limited slip rear differential (22 per cent lockable under power and 27 per cent in overrun) give the C4 tremendous confidence when pushed to the edge.This 911, with its rear-end spread a further 44mm wider than the outgoing model, is so adaptable and balanced that the driver can entice it to behave any way they desire through a corner.Acceleration times with the arrival of PDK have leaped ahead with 0-100km/h achieved in the C4 in 4.8sec, 0.8s quicker than the Tiptronic S transmissionm and 4.5s in the C4S, a similar gain over the previous model. When the optional launch control is applied that cuts the time further to 4.3s.The optional Ceramic Composite Brakes (approx $20,000), 350mm in diameter 20mm more than the standard package are monstrous in performance. After flying down a V-max run, and clocking close to a tick under 260km/h, you can punish the brake pedal as hard as you can muster and the car will pull up without any theatrics. 

It wasn't a promising start. The temperature was toying with single figures; the rain was sheeting down; the wind was gusting to 50km/h and there was a convertible to drive.Fast forward two hours and a flight north. The temperature was in the mid 20s; there wasn't a cloud in the sky; the wind was a mere zephyr (not the Ford kind) . . . and the Audi A3 Cabriolet was mine for the rest of the day.What was there to do but to drop the soft top — the optional fully automatic roof stowing in around nine seconds flush to the body (no tonneau needed) — folding to leave exactly the same boot space as when it is up, 260 litres, and thanks to 50:50 split-fold rear seats, swelling to 674 litres with both rear seats folded down — the largest luggage area in its class.There is also a semi-automatic version with a centrally placed handle unlocked by hand before the automatic release rapidly opens the lid.There was little cabin turbulence in the four-seater — even less with an optional wind deflector in place.However, positioned immediately behind the driver and front seat passenger this does take out the rear seats.With the double insulated rag top — a good weight saving here — up, the `wind' may have dropped but there was more road noise.As launched, the A3 Cabriolet range features two sporty, yet economical engines — the tried-and-tested 118kW 1.8 TFSI and 147kW 2.0 TFSI, both taking advantage of Audi's direct injection engine technology combined with turbocharging.Both engines, says the maker, return a fuel consumption figure of 7.6 litres per 100km (37 miles per gallon). The turbo motor responds extremely quickly at 2000rpm, the 1.8 TFSI producing maximum torque of 250Nm in just 1.2 seconds, firing the car to 100km/h in just eight seconds when mated with the standard six-speed dual clutch S tronic transmission.The 2 litre TFSI engine, named Engine of the Year in its class for four consecutive years from 2005, at 1800rpm produces 280Nm of torque on the crankshaft with its peak at 5000rpm.It is available with a choice of two transmissions, including a six-speed manual or the S tronic which can accelerate the A3 Cabriolet to 100km/h in just 7.3 seconds. In manual mode 7.4 seconds.I can vouch for the slickness and smoothness of the 2 litre with both S tronic and six-speed manual transmissions, and assume there's not much lost in either with the fractionally smaller motor.Airbags for driver and front passenger, plus head and thorax side airbags, are all fitted as standard. All four seats feature head restraints.An electronic stability program with anti-lock braking, electronic brake force distribution, electronic differential lock and brake assist also is fitted as standard across both models. Prices start at $49,990 for the 1.8 TFSI Attraction (S tronic), the 2.0 TFSI Ambition (six-speed manual) is from $54,900, while the 2.0 TFSI Ambition (S tronic) is from $57,500. Prices have been calculated with 25 per cent luxury car tax. Audi Australia will cover the extra 8 per cent LCT on behalf of its customers until August 26, when the outcome of a Senate Economics Committee inquiry on the tax is expected to become known.Audi is letting us have 300 A3 Cabriolets this year, half of which have already been sold. 

A soft spot for tradition is the basis for Audi's A3 cabriolet.At a time when most carmakers are turning to folding metal roofs, Audi insists on providing a soft-top alternative.“I have always believed that a small segment of customers are true believers — those who want their soft-top car to be a soft-top,” Audi Australia's general manager for marketing, Immo Buschmann, says.“They are the people who believe that part of the joy of open-top motoring is the attraction of a cloth roof.”Buschmann was speaking at the launch of Audi's baby soft-top last week. The A3 is the latest in Audi's line-up of `original' soft-top convertibles.“The A3 cabriolet is a logical extension for the brand,” he says.“We are one of the oldest brands in the world and from the very start cabriolets were at the heart of the brand. In 1910, when we first started, all Audi cars were cabriolets, roadsters or phaetons.“Mass production and wider market demand led to sedans becoming the cars of choice, but we always recognised that segments of the premium market still wanted cabriolets.” ENGINESTo satisfy that `small' segment of true believers, Audi is launching the A3 with two engines and a pair of gearboxes. It expects to move 300 examples this year and 400 in a full sales year.The 1.8-litre TFSI (118kW, 250Nm) will be available at $49,900 with the single gearbox choice of the six-speed S tronic, Audi's version of the double-clutch automatic.For the more powerful (147kW and 280Nm) 2.0-litre TFSI, shared with the VW Golf, the S tronic is $57,500 and the six-speed manual is $54,900. Audi has not shut the door on a possible diesel variant, but it is not in immediate plans. EQUIPMENTStandard equipment levels are reasonably high. The 1.8-litre has four airbags, electronic stability control, anti-skid brakes, electronic brakeforce distribution, 16-inch alloy wheels, speed-sensitive power steering, two-layer semi-automatic cloth roof, engine immobiliser, cruise control, dual climate-control airconditioning, trip computer, eight-speaker sound system with single-disc CD, split-fold rear seats and a cloth trim interior.The 2.0-litre adds 17-inch alloys, sports suspension, rear parking sensors, front fog lights, sports steering wheel and seats, leather trim and upgraded sound with six-disc CD.But the devil is in the options list. Metallic paint is $1300, a three-layer fully automatic roof also $1300, Xenon headlights $1900 and adaptive corning technology $800.Lumbar adjustment for the front seats is $600 and heating $750.A Bose sound system adds another $1350, mobile phone Bluetooth preparation $950 and navigation from $4400.There is more if you start off with the entry-level car. BOOT SPACEWhat the A3 cabriolet does offer, whether it's with the standard roof or the fully automatic, is reasonable boot space that can be expanded to impressive by folding the rear seats.The compact fold of the roof means boot space does not alter whether the roof is deployed or stored away. DRIVINGThe launch drive of several hundred kilometres through far north Queensland highlighted several things about the A3 cabriolet, none of which were unexpected.The 2.0-litre with its sports suspension and 17-inch wheels was a less fussy drive than the smaller sibling.It rode well over some compromised surfaces and the engine — well proven in VW guise — could rarely be faulted.The coupling with the S tronic gearbox is a treat and after some early fascination there is little need to play around with the wheel-mounted shift paddles. The box's Sports mode will happily take care of most enthusiastic demands.The 1.8-litre — and the suspicion is that it was down to the more compliant suspension and smaller wheels — was less settled, with more vibration back through the steering wheel.Road noise with the roof down was again a slightly better proposition in the top-end car, with less tyre roar in particular.All the test vehicles were fitted with the more heavily sound-insulated, three-layer option roof and though that was very effective when deployed, judgment on the standard roof is going to have to wait.No matter how fervently the company may wish it, the rear seats in 2x2 convertibles are always going to be best suited to kids or the vertically challenged.In the case of the A3, the area is more comfortable with the roof off.But the real issue is knee room, particularly behind a driver of even average height. PRICE From $49,900 to $57,500ENGINE 1.8 litre/four-cylinder TFSI (118kW/250Nm); 2.0 litre/4-cylinder TFSI (147kW/280Nm)TRANSMISSION Six-speed S tronic auto; six-speed manualECONOMY 7.6 litres/100km (all engine/gearbox combinations) 

The 308 CC (coupe-cabriolet), with a folding hard top that deploys in 20 seconds, will be revealed at the Paris Motor Show in September.Peugeot Automobiles Australia PR manager Mathew McAuley said it would likely be released here in the first quarter of next year. “It's too early to say what specs will be offered locally,” he said.The four-seater 308 CC will come with a new two-litre diesel engine producing 104kW of power and a six-speed manual.It has a wider front and rear track than the 308 hatch with larger diameter disc brakes and electronic stability program.The CC version also will feature air vents which muster warm air around the occupants' neck, like Mercedes-Benz's “air scarf” in the SLK. Peugeot calls theirs an “Airwave” system.It will include rear roll-over protection bars, automatic remote-control locking of interior storage compartments, rear seat access which electrically slides the front seats forwards, deadlocking of doors and selective unlocking and LED courtesy lighting in the door mirrors.

Based on the Brera coupe, Alfa Romeo’s latest convertible arrived in Australia last year after a dazzling unveil at the Sydney Motor Show in late 2006. Alfa’s most expensive car down under has arrived with an all-new “Q-Tronic” gearbox and Q4 all wheel drive system in two versions– the $97, 990 3.2 JTS V6 auto tested here (manual $94, 990) and the smaller $73, 990 2.2 JTS Selespeed (manual $69,990). EXTERIORDramatic curves and creases bring together a sleek rounded form on 18 inch alloy wheels. The long sweeping bonnet lines come together at the familiar triangular Alfa grill that sits between wrap around Xenon headlamps. Pronounced rear wheel arches, thick chrome roll bars and a muscular rear end draw attention to the open top character of the car – an intentional design focus.INTERIORThe inside is simple, consistent with the clean lines and fresh approach of the exterior. There is no mistaking an Alfa interior. The aluminium centre dash panel, the Italian stitched red leather heated seats and the collection of small, round sunken dials accentuate the premium sporty nature of the car.Dual zone climate control, a super six-speaker Bose stereo, multi-function display, Bluetooth capability and a host of storage compartments all come as standard.DRIVETRAIN and SUSPENSIONThe 136 kW 2.2 JTS is powered by a 2.2 litre in-line four cylinder litre engine that produces 230 Nm of torque, whilst the 3.2 JTS V6, as the name suggests runs on a 191kW 3.2 litre V6 with a substantial 322 Nm of torque.Both versions are equipped with six speed manual gear boxes and the new `Q-Tronic’ six-speed automatic but the 3.2 JTS comes with Alfa’s Q4 all-wheel-drive system which divides torque 57 per cent to the rear wheels and 43 per cent to the front.The Spider’s suspension set-up is double wishbone front coupled with a multi-link rear configuration.SAFETYSeven airbags are standard for both models, as are ABS, VCD, Electronic Brakeforce Distribution, traction control a fully integrated Fire Prevention System.Complementing these features are wheel spin limiter during take off and a brake assist function to help when changing down through the gears. Halligan saysIn the early days of the evolution of Ferrari from Alfa Romeo race team owner to exotic car manufacturer, Ferrari and Alfa Romeo were on par from an engineering and reputation point of view. How things changed.In its later life – after the last of the 1980s rear-wheel-drive GTVs and Spiders; Alfa went astray.The past GTV is the ugliest car to ever leave Pininfarina’s drawing board and did enormous damage to the reputation of Alfa.But the Alfa V6 Spider has drawn me back to the brand.And the attraction started from the moment I adjusted the electric seats to my ideal driving position and dropped the steering wheel closer to my knees. Perfect. And the turning circle to get out of the tight carpark was great.Through a tunnel and the engine gave a fairly deep unstressed rumble, past the speed camera lights and then I finally touch the accelerator with more than toe pressure. The engine tone changes as does the car’s character. The Spider has two distinct personalities; on one hand it is a beautiful well balanced sport scar that points, tracks and accelerates like an entry level exotic should. On the other hand it is one of the easiest cars to drive.A highway trip through bucketing rain didn’t unsettle the Alfa, which always felt rock solid, surefooted and capable of higher speed even under these slippery conditions.My official style council – the wife and kids – gave its design a big tick. This Alfa just looks right, the closer you look at it the more you realise just how good a design it is. It grabs your attention without being overly loud. To me it contains all that is good about Italian design. My wife wants one. Previously she wanted an MX-5.So would I put it on the shopping list if the funds were available. The competition is stiff; Boxster, SLK, TT and Z4.  The four Germans. The Boxster gets eliminated straight away, my wife wouldn't let me because she considers it a cliche. The Audi is a possibility. I am not a BMW person, I prefer Mercs. So it comes down really to the SLK or the Alfa. Hard choice. Alfa is back on my list and I didn't think I was going to say it so quickly.Was there anything I didn't like; only the red led readouts within the instrument cluster.Back to the Alfa and Ferrari relationship. I always thought an Alfa should be for a person that aspires to a Ferrari but knows it is too far out of their bracket. The Spider fits this perfectly.My wife gave me permission to buy one. Black on black please.VERDICT: 8.8/10Wigley saysThere is something about Alfas that gets the heart pumping. I wasn’t disappointed either when I laid eyes on it for the first time.The bulkier rear end makes it look more sporty and muscular and the Brera looking front is always pleasing to the eye.I love the uniqueness of Alfa interiors. You can see and feel the quality and the effort put into the design. There is nothing complex about the interior design which I like personally.Vision is great out front but the bulky side pillars – when the roof is up – create a massive blind spot. Because you don’t get a back seat, the visibility when you’re changing lanes isn’t great and you find yourself being extra careful.The ‘Q-Tronic’ system is good but I prefer VW’s DSG system. There isn’t an immediate response when you use the paddle shift on the Italian car.But the Q4 all wheel drive plus the stiffer suspension made the car extremely grippy and the steering very accurate, so entering and leaving corners at speed was easy and precise.The engine note is a deep growl that you can hear a block away but you can’t notice it too much inside, and given that it’s a convertible it was pleasantly surprising how quiet it was in the cabin with the roof on.And there’s a lot of pleasure from the noise and the thump in the back thrust when you give it some on a straight stretch of road.VERDICT: 7.8/10 

Derek Ogden has been behind the wheel of two in the space of a week. ELISEWith the rag top on, getting in and out of the Lotus Elise is a pain in the bum . . . and arms, legs and head if you're not careful.The secret is to push the driver's seat back as far as it will go, slide the left leg under the steering column, and slide in to the seat, keeping your head down. Getting out is the same in reverse.The easy part is to take the cloth top off - just two clips, roll it up and store it in the boot with its two metal supports.With the roof off it's a piece of cake by comparison. Step over the threshold, stand and, while holding the wheel, slowly drop in to the seat and adjust it for reach. You don't so much as sit in a Lotus as wear it.Once inside the little roadster it's time to turn on the fun (er, sorry, engine). The car is powered by a 1.8-litre variable valve-timing Toyota motor, situated behind the two-seater cabin, which from 100kW can shoot the vehicle from zero to 100km/h in a tidy 6.1 seconds on the way to a top speed of 205km/h.How can 100kW come up with such performance? It's all down to weight. At only 860kg, the Elise S has an aluminium chassis that tips the scales at just 68kg. Lightweight steel is also used.Steering and braking is extremely responsive and so is the suspension which can be a teeth rattler on uneven surfaces.This can be forgiven in a car that is out to capture the essence of sports-car driving. In fact, at $69,990 it's the perfect introduction to the genre.An $8000 Touring Pack adds things like leather trim, iPod connection and sound-insulation panelling - not that the noise should bother the sports-car fan.A Sport Pack at $7000 ups the ante with Bilstein sports suspension dampers, switchable traction control and sport seats. EXIGE SNow, if the Elise is the equivalent of a Lotus on training wheels, the Exige S is quite a different matter. In fact, it's the closest you can get to a track car legally on the road.While the standard Exige pumps out 163kW of power, the 2008 Exige S is now available with an optional Performance Pack, pushing power to 179kW at 8000rpm - the same as the limited-edition Sport 240 - courtesy of a Magnuson/Eaton M62 supercharger, faster flowing injectors, plus a higher torque clutch system and an upsized roof scoop.This power lift, with an increase in torque from the standard 215Nm to 230Nm at 5500rpm, helps rocket the Performance Pack Exige S from zero to 100km/h in 4.16 seconds to the accompaniment of a glorious bellow from the engine situated behind the cabin, while fuel economy is claimed by the maker to be a frugal 9.1 litres/100km (31 miles per gallon) on the combined urban/highway cycle.Again, the old enemy, weight, has taken a beating with a power-to-weight ratio of 191kW per tonne putting the Exige S at supercar levels. It drives like a go-kart (or should that be `gone-kart', so quick is the Exige S off the mark).Lotus Sport has had a hand in the pack, providing Formula One-style launch control in which the driver selects revs by means of a dial on the side of the steering column for optimum standing starts.The driver is encouraged to floor the accelerator pedal and quickly release the clutch, in most situations a recipe for drivetrain damage and power-sapping wheelspin.Not with this baby. A damper cushions the severity of the clutch/transmission engagement to minimise the stresses to the drivetrain and also wheelspin until 10km/h, after which the traction control takes over.As with launch control, the amount of traction control can be adjusted from the driver's seat, altering on the move to suit the characteristics of corners.It can be varied in 30 increments - a new instrument pack displays what degree of traction control is dialled in - from 7 per cent tyre slip to completely disabled.The brakes get the Performance Pack treatment too with thicker, 308mm diameter cross-drilled and vented discs at the front operated on by AP Racing four-piston calipers, while standard brake pads are up-rated and there are braided brake hoses.Direct steering offers maximum feedback to the driver with nothing, including power steering, between the wheel and the road to interfere.Parking and manoeuvring at slow speed can be a toil, only compounded by the lack of vision from the cab.The interior rear-view mirror is as useful as a hip pocket in a singlet, giving a clear view of nothing but the turbo intercooler which fills the whole of the back window.It's left to the external mirrors to come to the reversing rescue.The 2008 Lotus Elise and Exige ranges sport new instruments with an easy-to-read white-on-black design. Along with a speedo topping out at 300km/h, the indicator lights now flash on the dash to signal left or right, as opposed to a single light previously.The shift light also changes from a single LED to three sequential red lights during the final 500rpm before the rev-limiter cut-out.The dash also features a new high-definition LCD message panel that can display a scrolling message with vehicle systeminformation. The red on black helps legibility in direct sunlight.The new instruments constantly display fuel, engine temperature and odometer. However, it can also display the time, trip distance or a digital speed readout in mp/h or km/h.Warning symbols are out of sight until activated, keeping the instrumentation free from visual clutter and distraction and airbags are standard.There's a new one-piece alarm/immobiliser and key with lock, unlock and panic alarm buttons. The Lotus Exige S sells for $114,990, plus on-road costs, the Performance Pack adding $11,000.Stand-alone options include Bilstein one-way adjustable dampers and ride height, split-type seven-spoke ultra lightweight forged wheels, Lotus switchable traction control and a limited-slip differential.LOTUS HISTORYThe stamp of Lotus founder Colin Chapman, with his mastery of leading-edge technology and adoption of race-bred features, can be found all over the Elise S and Exige S.Lotus is credited with making the mid-engined layout popular for Indycars, developing the first monocoque Formula One chassis, and the integration of the engine and transaxle as chassis components.Lotus was also among the pioneers in F1 in adding wings and shaping the under-surface of the car to create down-force, as well as the first to move radiators to the sides in the car to aid in aerodynamic performance, and inventing active suspension.Chapman rode on the back of Lotus from a penurious London University undergraduate to multi-millionaire.The company encouraged its customers to race its cars, and itself entered F1 as a team in 1958, a Lotus 18 entered by privateer Rob Walker and driven by Stirling Moss, winning the marque's first Grand Prix two years later at Monaco.Major success came in 1963 with the Lotus 25, which, with Jim Clark driving, won Lotus its first F1 World Constructors Championship.Clark's untimely death - he crashed a Formula Two Lotus 48 in April, 1968, after his rear tyre failed at Hockenheim - was a severe blow to the team and to F1.He was the dominant driver in the dominant car and remains an inseparable part of Lotus' early years. The 1968 championship was won by Clark's teammate, Graham Hill. Other drivers to claim success with the marque were Jochen Rindt (1970), Emerson Fittipaldi (1972) and Mario Andretti (1978).The boss was no slouch behind the wheel either. It is said Chapman lapped circuits within seconds of his F1 drivers.After Chapman's death, until the late 1980s, Lotus continued to be a major player in F1. Ayrton Senna drove for the team from 1985 to 1987, winning twice in each year and achieving 17 pole positions.However, by the company's last Formula One race in 1994, the cars were no longer competitive.Lotus won a total of 79 Grand Prix races and Chapman saw Lotus beat Ferrari as the first team to achieve 50 GP victories, despite Ferrari having won its first nine years sooner.Moss, Clark, Hill, Rindt, Fittipaldi, Andretti . . . it was a pleasure and a privilege to share a seat with them all. 

The second generation Smart ForTwo is more spacious, has a better ride and comes with more safety features than its predecessor, but is this tiny little car — which thrives in some of Europe’s most populous and cramped cities — necessary on Australian roads?Exterior Obviously the Smart ForTwo looks different to other vehicles but it’s not until you see one sandwiched between two larger cars – like we did in the work car park - that you really appreciate how minute these things are. At just over two and a half meters long and one and a half meters wide, they make a Corolla look ungainly.Interior Inside, the ForTwo is quite basic as space is at a premium. The clock and rev counter are forced above the dash in two external dials but this gives the cockpit a cheeky, slightly sporty look. Electric windows and mirrors, comfortable seats and a quality stereo provide a well rounded package.Storage again is at a premium but the luggage area is a manageable 220 litres and the door pockets and lockable centre console box provide some extra room.Engine and TransmissionBoth the coupe and cabriolet versions of the new Smart are powered by a standard one litre, three cylinder 52kW/92Nm naturally aspirated or a 62kW/120Nm turbo engine.Both the naturally aspirated and turbo engines get you to a top speed of 145km/h with the turbo pushing you to the 100km mark in 10.9 seconds – almost three seconds faster than the 52kW.Fuel consumption is expectedly low at 4.7 litres/100kms for the 52kW engine and 4.9 litres/100kms for the one with larger outputs.An automated clutch-less manual five-speed transmission gets power to the wheels but there is no option to fully automate the process.Safety For such a small car, the ForTwo safety package is impressive. ESP, hill-start assist, ABS with electronic brake-force distribution, acceleration skid control and electronic brake assist are all standard. Marry that with the crash rating and you begin to feel a little less wary about going for a spin.Pricing At $19, 990 for the cheapest coupe (up to $24, 990 for the turbo cabriolet), these are not the cheapest small cars out there. Couple this with the fact that they provide the least space and a question mark hangs over your decision to buy one. Living with itWigley saysIt’s a little disconcerting sitting right against the back wall of the car and even though it has received 4 out of 5 euro NCAP stars, it still feels a little dinky. More space in the cabin in this second generation version separates you and your passenger a little better but you may feel a little claustrophobic if you like to stretch out.Front and side vision is great but you only get a matchbox of window out the back because of the tall seats.On paper the power and torque figures seem miniscule but given that the car is a mere 750kgs, the performance is quite good, possibly even nippy at times.Constant paddle or gear stick shifting is a must, and gear changing is a bit clunky and it can get annoying if you’re in a hurry.They are cute and novel but the demand shouldn’t be as strong as it might be in Europe where tight laneways and massive populations necessitate a car this small and nimble.VERDICT: 6.8/10Halligan saysGetting out of the City was fun, the acceleration surprised and I just love a paddle shift. Slotting into traffic and accelerating for lane changes is where this thing excels … as long as you allow for the up-change lag which appears to be in the seconds rather than the milliseconds.But it's not very smooth at low speeds, lots of pitching and whirring, Not very pleasant or relaxed. I found the ergonomics lousy. I had the seat right back and I had to scrunch my arm up to be able to get to the window switch to wind it down. The interior mirror is right at a height where you constantly have the drivers lights behind you in your eyes.Turning fast displayed not much body roll, however doing a fast change from fourth to fifth resulted in pitching that would leave my wife feeling seasick. But the Smart sat and tracked nicely, even going past a couple of B-double trucks running in tandem.A couple of times overtaking Commodore and Bimmer drivers I found them accelerating once I was past to get back in front. Obviously they were annoyed at the indignation of being passed by the little Smart.But my wife just laughed at the car, and a drive didn’t endear it to her.I am a Mercedes fan, but would I buy one of these? No.Buy a Fiat 500 – at least you won’t be laughed at by your wife.VERDICT: 6.5/10 Pincott saysYou really have to keep your hand on the paddles to make the most of this little engine in anything other than the most relaxed city driving. And two tall girls found there was plenty of room for us, but after our briefcases were added, not much for anything else.Positioning of some of the controls is uncomfortable, and rear vision is hugely compromised.All of which should mean an unenjoyable experience. And yet…The Smart is as much a statement as a form of transport. It says you’re urban, concerned about the environment, and don’t rely on a large car to highlight your importance in the world. You’re smart, in fact.But its main problem is that it’s all a bit worthy, like cloth shopping bags and wholefoods. Which overlooks that the Smart can be a lot of fun as an urban traveller.There’s something just so appealingly ludicrous about its proportions that you can’t help but grin at the sight of it.Especially when that sight is a satisfied backward glance as you blithely walk away after inserting it into a parking slot that would challenge a large pram.Could I live with it forever? Only if there was a second vehicle in the garage for trips away, garage sales and even the weeks with a large grocery list.VERDICT: 6.7/10