Convertible Reviews

 Droptop buyers on a budget can at last put BMW on their shopping list.Instead of settling for a convertible Ford Focus, or Holden Astra, or Volkswagen Eos, they can buy a badge to set them apart from the crowd.“We're hoping to get non-premium segment buyers,” 1 Series product manager Paul Ryan says.In a segment in which style usually triumphs over substance, BMW has given its rivals something to think about. The pricing and standard equipment on the entry-level 120i makes it a genuine option for many buyers in the market for a small luxury convertible.BMW has a long history of compact convertibles, most recently with the 3 Series, but that car has grown up and left a hole in the range, a hole filled by the 1 Series Convertible, which joins a growing crowd in the compact convertible market.And it does even more that than, breaking new ground for the German luxury brand. PRICING AND EQUIPMENTWith the entry-level 120i available at $52,990, BMW says it will open the door for a new breed of buyers.The 120i stacks up well on price and equipment against such cars as the Astra, Focus, Eos and Audi's forthcoming A3 Cabriolet.Standard features include leather seats, fully automatic roof, 17-inch alloy wheels, fog lights, leather sports steering wheel, cruise control, climate control airconditioning, Bluetooth and iPod/MP3 input for the stereo plus all the usual safety features (anti-skid brakes, traction control and electronic stability control).But, as is typical of BMW, the options list is long and expensive. For example, metallic paint will cost an extra $1600.If you have more money to play with, BMW caters for that, too, with the six-cylinder 125i and 135i.The 125i starts at $63,400 and the twin-turbo 135i at $78,400, both with six-speed manual as standard. STYLINGWhile the 120i is strong on value that isn't to suggest the 1 Series Convertible lacks any style.The topless version is arguably the best looker in the 1 Series range. For the first time the car's long bonnet is balanced by a long tail, leaving the car well proportioned. MARKETThe biggest danger the car poses for BMW is damaging the brand's image of exclusivity. The company has to walk a fine line between retaining its image and increasing sales volume.BMW is planning for 700 convertible sales to add to the 500 coupes and 1700 hatches.“We're expecting a younger market, a conquest market and a strong female market,” says Ryan.The 120i is expected to make up the bulk of the sales, with 150 already ordered by dealers, but Ryan says it will be hard to judge how popular the six-cylinders will be.“The segment is going to get competitive,” he says. ON THE ROAD In a segment where good looks are usually the most important feature, the 1 Series is a refreshing driving experience.Sticking with the BMW ethos, the car is rear-wheel drive, giving it a huge dynamic advantage over the opposition.Even though no 135i was on offer at the launch, our time in the 120i and 125i was enough to leave a good impression.Early reports suggesting Australia wouldn't get the 2.0-litre four-cylinder engine proved wrong and the 1 Series convertible is all the better for it.Not only does the 120i help the car's price, it's a really fun car.It may need plenty of revs to find its real performance, but the car is happy to live above 5000 revs, making a great sound while it's there. The six-speed manual gearbox is a good unit and well-suited to the engine.The only downside to the 120i is the suspension.The smaller engine changes the settings and the ride is harsher than in the six-cylinder 125i.In contrast, the 125i was supple on the bumpy country road on which we tested it and felt sure-footed when driven hard.In fact, both variants felt like serious driving machines when pushed, rather than flashy boulevard cruisers, testament to the emphasis the company puts on driving dynamics.By making the car an entertaining drive the 1 Series will cater to a wider audience.That means in addition to Astra, Eos, A3 and the Peugeot 307CC, the 1 Series should be considered by those looking at a Mazda MX-5 or Nissan 350Z Roadster. VERDICT: 8.5/10BMW 1 Series convertiblePrice: From $52,900 (120i), $63,400 (125i), $78,400 (135i)On sale: MayEngine: 2.0-litre four-cylinder petrol, 3.0-litre six-cylinder petrol, twin-turbo 3.0-litre six-cylinder petrolPower: 115kW at 6400 revs, 160kW at 6100 revs, 225kW at 5800 revsTorque: 200Nm at 3600 revs, 270Nm at 2500 revs, 400Nm at 1300 revsTransmission: Six-speed manual or six-speed automatic, rear-wheel driveEconomy: 8.1l/100km, 9.1l/100km, 9.8l/100km on combined cycle 

The masters of style and elegance (that's right, those Italians) have delivered with this Brera-inspired Spider.With a really sleek and elegant design, it certainly doesn't go unnoticed, especially with the top down and exploring that throaty growl.But at $97,990, it's true what they say: class and style doesn't come cheap. The Spider has all the recognisable Alfa traits; the family nose, the horseshoe alloy wheels and the familiar dash design with a driver focus on the interior.It's the type of car that makes you want to go out and change your whole wardrobe to match. Forget wearing daggy tracky-daks in this stunner, unless of course they've been blessed with an Italian designer label.The stunning deep-red leather interior, the Alfa insignias embroidered into the seats and adorning the doorsteps and the sporty yet chic exterior all combine to make it an all round stylish package.The Spider is closely related to other Alfa siblings, sharing the 159's platform but with a shorter wheelbase, and was inspired by the Brera.But with its own character, the Spider becomes more than just a derivative of any other model.Its long bonnet, compact rear and the lack of the side creases seen on previous models makes it a standout.It not only glistens in the looks department, with a design that was developed in co-operation with Pininfarina and the Alfa Romeo Centre, but it also has performance that screams for the attention.The model tested was the 3.2-litre JTS. It's not only design that is closely related to other models, but this engine too — the six cylinder also found in the 159 and Brera. Pumping out 191kW at 6300rpm and 322Nm at 4500rpm, the two seater sports car races from 0-100km/h in seven seconds. Not overly quick, but it does get there feeling very sporty and 90 per cent of max torque is available from 1800rpm right up to 6250rpm.Also contributing to the strong performance is the Q4 permanent all-wheel-drive system that the V6 features as standard.Under normal driving conditions, 57 per cent of power goes to the rear wheels, and 43 per cent to the front.The rear-wheel bias provides better handling qualities, felt by the traction when coming out of corners.The Q-Tronic six-speed auto box lets the engine rev right up to 5000rpm before changing gears under harder acceleration. There is also the option of sliding into manual mode and using the steering-wheel mounted paddles.The only problem here is the gearbox takes over automatically around 5000rpm if you haven't already made the shift, which means you don't quite get to the higher end of the tacho.There's also a bit of a delay when shifting gears yourself. While the brakes in the Spider pull you up very quickly, on our test they are initially sticky and stay depressed even after you release your foot from the pedal.And when the display starts to show the Vehicle Dynamic Control and Hill Descent were not working, it's time for a call to Alfa. An Alfa spokesman says the brake pedal has been pressed too hard and one of the sensor points bent, which means the sensor that measures when the pedal is pressed is no longer getting a clean signal.That trips the ABS system into fault mode. Once the sensor is back where it should be, everything returns to normal and braking action feels a lot more confident. On the road, the Spider is a comfortable and firm ride and even on rough roads you're still held strongly in the very cosy seat.There's speed sensitive, power-assisted steering (which makes the car easy to manoeuvre), although it does still possess the stronger steering characteristics you'd expect from an Alfa. And while the price tag is high, it does come packed with some quality features — all as standard.These include chrome roll bars, a wind break, electronic folding roof, cruise control, automatic dual-zone climate control, Bose audio system and — keeping you most comfortable — the Pieno Fiore sports leather, electrically adjustable heated seats. It's also fitted with seven airbags and Vehicle Dynamic Control and Electronic Brakeforce Distribution.Running costs are not cheap either: while it has a claimed consumption of 11.5 litres per 100km, during our drive, the trip computer readout showed the average consumption to be as high as 19 litres per 100km at times. But if image is everything, you'll definitely be getting the tongues wagging in this. The bottom line Stylish is one word you'll become very familiar with. SnapshotAlfa Romeo SpiderPrice: $97,990Engine: 3.2L/V6, 191kW/322NmTransmission: Q-Tronic 6-speed autoEconomy: 11.5L/100km The rivalsBmw Z4 RoadsterPrice: $94,000Engine: 3.0L/6-cyl, 196kW/315NmTransmission: 6-speed autoEconomy: 9L/100km Audi TT RoadsterPrice: $92,900Engine: 3.2L/6-cyl, 184kW/320NmTransmission: S-Tronic 6-speed autoEconomy: 9.5L/100km Mercedes-Benz SLK 280Price: $102,900Engine: 3.0L/V6, 170kW/300NmTransmission: 7-speed autoEconomy: 9.5L/100km 

Looking for the “real you” usually involves selling the family wagon and buying a red convertible.However, after your toupee has been torn from your head, you have been stared and pointed at by giggling schoolgirls, and you have been drenched in the rain when the roof has refused to return to its raised position, you will be ready to sell your convertible and try something else.At this stage you realise you have wasted a lot of money and tested the patience of your family and friends.Yet some of us take time to learn and this process can go on for a while as you flit from one midlife crisis purchase to another. There's still a coupe, V8, ute and SUV to try.I went through the process with a succession of vehicles that I am too ashamed to admit to in public.My wife would argue that my midlife crisis is still going with my six-monthly turnover of motorcycles, but that's another story. Besides, they're a bit cheaper than cars.If only I knew then what I know now, I would have saved some money. The lesson is; if you must have a midlife crisis, buy a Saab 9-3 Convertible and get it out of your system.The Saab is one of the few four-seater convertibles around, which means you can actually justify it as a sort of family car (we won't mention the lack of luggage space).Saab 9-3 convertibles also have good private resale value, which is absolutely vital, unless you enjoy throwing money down the drain.And remember, you will pay almost $20,000 more for the convertible over the sedan.Now Saab has a diesel version, which means it is not only cheap to run but should have an even better residual value when you go to sell it — and you will sell it a seemingly short time after you've had it.There are stacks of reasons for this.First, it's a rag top, so you can never be sure about its security. It takes only one brazen thief with a box cutter to get in.As a rag top, it is also loud, even with the top up, although Saab has a triple-lined rag top, so it's quieter than most.There is also the problem of handling. Convertibles don't have a roof to take the stresses of the chassis twisting in a corner, so they tend to handle like a leaky boat in a 50-knot wind on Moreton Bay.The fact it's a four-seater means there's an even bigger non-stressed area of chassis to bend and wave in the breeze.Saab has greatly improved the handling, but it still is no track-day special.The main reason for selling the 1.9-litre turbo-diesel model will be that engine.Yes, it is their most advanced diesel engine yet, with a two-stage turbo, common-rail direct and multiple fuel injection, greater maximum boost pressure, lower compression ratio and alloy cylinder head.And true, you get about 6.3 litres per 100km fuel economy (which is actually worse than the sedan's 5.8L/100km because the convertible is heavier).However, that two-stage turbo just doesn't work. In theory it should have no turbo lag. But the lag here is best measured by a calendar.Don't be tempted to cut into a stream of traffic or you will be left stranded before the boost cuts in just over 2000rpm.At that point you get peak torque of 320Nm available instantly, which yanks the steering wheel out of your hand and spears the front-wheel driver first one way then another.If that's not bad enough, the typical clattery noise of the diesel engine is even more evident, either with the top down or up.Outside, the new model looks much smarter with a few aluminium bits of trim which add to, rather than detract from, the ageing style. Inside is a different story.Saab's adherence to their traditional aircraft cockpit look is well past its use-by date and the switch gear all feels very light and flimsy.Admittedly the list of standard features is quite impressive; leather upholstery, heated seats, automatic climate and cruise control and MP3 compatibility.Our test car included a fully integrated, but retrofitted, Kenwood sat nav and entertainment command centre that Saab is testing for the Australian market.GM Premium Brands (Saab, Hummer, Cadillac) communications manager Emily Perry said it was a pre-production evaluation unit. “It's not currently available, but we are close to bringing it to market for the 9-3,” she said.“We hope to have this Kenwood unit available to customers as an accessory by the end of the year. At this stage it's only being tested in the 9-3, not 9-5, but there is a possibility that it may also become available in 9-5. I can't give pricing details or launch timing yet,” she said, although she estimated it would be under $4000.I have advised Perry that they shouldn't bother, for several reasons.The navigation function was so difficult to operate, I gave up and used a UBD instead. As for changing radio stations, forget about it.The screen was almost unreadable in any daytime conditions because of glare. And, although I find touch screens preferable for ease of use, my fingerprints, together with the glare, made it even more difficult to see.It also reflected the glare off the rear window, which allows little vision because the light blue paintwork on the test model's rear deck directed sunlight straight into it.There also didn't seem to be any clock in the sat nav unit that I could find, which left the driver with no means of telling the time in the cabin. What is this, a Harley?I'd stick with the factory-fitted sound system and get a portable sat nav unit.  SnapshotSaab 9-3 1.9TiD Convertible Price: $68,000 (Linear), $72,100 (Vector)Engine: On paper this should be a good unit, but the turbo lag negates the fuel savings. It is also too loud for a soft top.Handling: The laws of physics are against it from the start.Economy: The diesel is frugal, but hindered by the heavy convertible body.Value: Expensive, but you should get good resale value if you look after it.Body: 2-door, 4-seater convertibleEngine: DOHC, 1910cc, 4-cylinder, common-rail turbo-dieselPower: 110kW @ 5500rpmTorque: 320Nm @ 2000-2750rpmTransmission: 6-speed manual, 6-speed sequential Sentronic auto ($2500), front-wheel driveFuel: 6.3L/10km (claimed), 58-litre tankCO2 emissions: 166g/km (187 auto)Kerb wieght: 1687-1718kg depending on specificationTyres: 16 x 6.5 alloys — 215/55 R16 93V; 17 X 7.0 alloys — 225/45 R17 94W; 17 X 7.5 alloys — 235/45 R17 94W; 18 X 7.5 alloys — 225/45 R18 95W, space-saver spareFor: It's a midlife crisis must-have.Against: Too many to list.Verdict: The diesel experiment in a convertible just doesn't work. 

Joining the flagship gullwing coupes at the very top of the Merc range, the Roadster is a stunning object.A long arrow nose thrusts the gunsight badge forward of the snarling fascia, and from there the carbon-fibre body streams back over straked sides to the short tail.Gullwing doors cue back to the famous 300 SL of the mid-1950s, but are hinged to the body to account for the Roadsters folding roof. From one end to the other, and down to the elegant turbine wheels, this is meant to be an eye-catcher.It takes a lot to attract attention on Sunset Boulevard in Los Angeles, where locals yawn at the daily parade of celebrity vehicles. But as we headed towards Laurel Canyon and the freeway down toMalibu for the test drive, you couldn't help noticing the Mexican wave of swivelling heads as the McLaren's sleek form glided past.The beauty isn't just skin deep. Lift the lengthy bonnet and you reveal the piece of jewellery that is the car's heart; a front mid-mounted supercharged 5.5-litre V8 that develops a mind-numbing 460kw of power at 6500rpm and 780Nm of torque at 3250rpm.That takes care of getting the car to 100km/h in just 3.8 seconds and to a top speed of 322km/h.SLR stands for Sport, Leicht, Rennsport (sport, light, racing) but the McMerc weighs in at somewhere north of 1800kg. You don't, however, get any sense of that on the road.Provoke the throaty howl of the engine and the car ricochets down the bitumen like a guided missile. It tracks through corners as if on rails and reduces long straights into short blurs of scenery.Gearshifts are slick and joyous and there's such instant, knife-sharp response to the steering wheel that it becomes dangerously tempting to try to chuck it harder around corners on what is a very public road.Surprisingly, the cabin is reasonably quiet with the roof down. It's possible to make conversation at nearly normal voice levels even at ludicrously high speeds if you feel that anything you have to say is more listenable than the sound of that V8.It should be noted that this is not a car built for comfort. You might want to spend all day burning up the highway, but in the end the leather-lined carbon race seats will get you with their lack of lumbar support.On the other hand, the SLR is a truly visceral experience. You feel the engine changes mood through the seat and straight into your guts. To have extra padding shield you from that pulse would be as silly as showering in a raincoat.But the main downside of the McMerc is it will only ever be left-hand-drive. So there's no room for it in Australian showrooms, although a couple have reportedly been brought into the country by owners who keep them for track days.Nobody's revealing what it cost to ship them in, but with a price of close to $500,000 in the US, plus an arsenal of import taxes, you couldn't expect much change from $1 million. And those lucky few who can afford to get them on a track here probably feel like that's a bargain. SnapshotMercedes SLR McLaren RoadsterPrice: about $1millionEngine: 5.5L/V8 460kW/780NmTransmission: 5-speed autoPerformance: 0-100km/h: 3.8 seconds, top speed 332km/hEconomy: 14.5L/100km (claimed) 

Fine if you are a ``Bogan.''It will also buy you a sleek, lightweight, 1.8-litre, Lotus Elise S two-seater with race-bred dynamics, a removable soft top and enough poke to see off most of the boofy V8s. Come to a set of curves and it's definitely all over.Weighing in at 860kg gives the Elise S an impressive power to weight ratio which explains why the naturally aspirated, 100kW/173Nm, 1.8-litre Toyota engine pushes it from 0-100km/h in a scant 6.1 seconds.But we are just scratching the surface of what this delightful little car has to offer. It is tiny even compared to most other sports cars and is spartan inside though better than before.The startling looks are designed to scythe through the air while the flat undertray with rear diffusers further aids aerodynamics. Large vents funnel air to the engine's radiators in the rear quarters and the entire car stands barely more than a metre high.The Elise S is more of an everyday car than its hard-top stablemate  the supercharged Exige S. Though still challenging to get into with the roof on, the Elise S will happily trundle along in city traffic with the aircon cooling its occupants and the Alpine audio blazing away.On weekends, it will relish a dose of club track day activity rewarding the driver with race-car handling and performance at a controllable cost. Fuel, brake pads, tyres won't be a critical issue.This is the latest version of the Elise that has been around for quite a few years now, starting life with an awful Rover K-Series engine but moving on up since Toyota power was bolted amidships. Interior enhancements include splashes of pukka carbon fibre texture leather and a new instrument pod. It has key remote central locking and dual airbags along with ABS, aircon and Alpine sound.The soft top is easily removed and stowed in the "boot'' behind the engine. You can actually see out the rear view mirror and though manually adjusted, the side mirrors are well positioned and relatively easy to move.This is Lotus's entry-level model but is available with two option packs, not that you would need them. There are also some new colours.On our test drive we were stirred by the raunchy exhaust note and feel of the direct steering. The five-speed gear change is like a rifle bolt action and the brakes are super strong. We have always been impressed by the chassis strength of the Elise and Exige which remains the same as before, even with the roof off. But pedal placement is problematic being offset to the centre and too close together. Despite the diminuitive dimensions, drivers of 183cm can find a comfy driving position. All necessary information is housed in the compact instrument pod including a gear change warning light as the engine nears redline.This car is all about pushing hard through turns. It sits flat and grabs the tarmac with grippy Yokohama tyres to the point where you will end up with a sore neck from the G-forces. When you go home like that, you know you've been having fun.

Denigrators of the Porsche Boxster S will be inclined to ask how the big Beetle goes.They refer to the fact Germany's Ferdinand Porsche designed the original Volkswagen, or “people's car,” for Hitler before moving on to less controversial pastures, postwar, when Porsche cars became noticeable on German autobahns.It is true the first Porsche cars looked very much like a tarted-up VW Beetle and both the Boxsters and 911s still display their genetic base in their looks.But the Boxster S is to a VW Beetle as an FA-18 is to a Cessna 150.The S is a bit of a worry for a road tester. At the redline, 7000rpm, in third gear with three more to go, it is going fast enough to get you an instant off-the-road dangerous driving ticket. And it sticks to the road, even in the wet, like a limpet on a rock.In other words if you want to find its limits, or anything near them, you will have to take it on to a racetrack or find a deserted road out the back of Nerang. As if you were on a racetrack. There are any number of cars in similar vein but the Porsche Boxster S, with its transverse engine situated just behind you, howls to be let loose. In fact it howls when it is let loose and you get all that induction noise and exhaust beat in your ear.And the moment you get in, the game is given away by the optional sports wheel.Here is a device used solely for its original purpose, to steer the car. There are no stereo controls, no cruise controls, no shift paddles. Just a steering wheel.Then the placement of the pedals also tells a story. The accelerator is set high enough off the floor for easy heel-and-toeing as you come, post haste, into a corner with the ball of the foot on the brake pedal and the heel on the accelerator.But that is not to say this car is purely a racetrack machine. The variable induction manifold combined with the variable valve timing and lift means at low revs, 1200rpm or so, the flat-six is still very tractable. It pulls well, almost irrespective of the gear selected, and unless you have redlined it a couple of times you have no idea just what a snarling tiger resides behind your shoulder.The seats reinforce the impression of a performance car. As one passenger said, you feel like you're going fast just sitting in the stationary car with backside only millimetres from the ground and stiff bolsters planting you firmly in the middle of the seat.Porsche clearly had in mind lithe, agile, youthful, contortionists rather than fat old geezers when they designed the car. Seatbelts can be almost impossible to find without dislocating the spine, and sliding down into the driver's seat with the top up is a far easier proposition than squeezing in with it down.The soft top flies in the face of trendier hard top convertibles but it works well. Release the locking lever above the rear vision mirror and, providing you are not doing more than 50km/h, the top comes up or goes down in about 20 seconds with a touch of the button in the central divider. And it is the massive, low-profile run-flat tyres that generate the vast majority of the cabin noise rather than any wind noise coming from, or through, the soft top. The Boxster S gains from the fact it was designed as a convertible and the body was suitably stiff right from the start rather than ending up as a reinforced chassis chasing torsional stiffness.Turbulence in the cabin, with the top down, is almost negligible thanks to a reasonably high windscreen, low seats and a glass partition between the built-in roll bars.Brakes, at first, are less than impressive. A fair amount of pedal pressure is needed but as speeds and use increases they come into their own. The clutch pedal is on the heavy rather than light side but, given the power and torque being transmitted, that is hardly surprising.Dash is mainly analogue apart from some digital displays including a handy large size readout of current speed which is hard to determine from the smallish speedo which reads up to 300km/h.Dominating the dash is a large analogue rev counter. Once again, given the nature of the beast, it's not unexpected.Cabin is black soft plastic dash and carpets with black leather seats, and aluminium bits and bobs. Pedals are alloy-faced, gear lever knob is large and solid, and the six-speed gearbox can only be described as a delight to use.The steering is power assisted but heavy and is not keen to self-centre after full-lock turns.While it is heavy, this becomes reassuring as speeds increase.The most annoying thing about the S was the Porsche sound system with Bose speakers. The system has intelligent volume control. It is supposed to lift the volume as cabin noise increases and lower it as speed and noise decreases.But it could not make up its mind, often boosting volume as the car came to a halt at traffic lights.Driver and passenger are surrounded by airbags (head, side, thorax and front).In keeping with the best German tradition you can virtually double the price of your Boxster with an all-encompassing list of options, not least of which is ceramic disc brakes and fully electric seats.Comfort is a bit subjective in this car. Rough roads will give you a rough ride and those 40 per cent profile run flats are as unforgiving as a spurned wife.But then who buys a Porsche Boxster S for comfort? Performance is what it is about and that's what the S delivers.The price of a standard Boxster S is $134,600.Options fitted to the Test Car were:19-inch Carrera Sport alloy wheels $6340; aluminium finish for gear knob and handbrake $2790; Bose high-end sound system $1990; metallic paint $1890; sports seats $1690; Porsche Park Assist $1090.Price as tested: $150,390.   PORSCHE BOXSTER SPrice: $150,390 (as tested)Engine: A masterpiece. Tractable and with good torque down low and a delight to hear when at 7000rpm.Transmission: Clutch is a little on the heavy side but manageable and six-speed box is a slick changer.Economy: Not its strong point but it can be driven with conservation in mind. Flog it and you'll pay at the bowserHandling: Exemplary. A little understeer or oversteer can be provoked even with the PSM system in an overseer role but it corners tenaciously even when the surface is wet.Safety: It has all the electronic whizz-bangs such as ABS and stability control as well as airbags all over the shop.Ride: Harsh and unforgiving but that's the other side of the excellent handling coin.Brakes: The harder they are worked the better they like it.Value: Two-year-old standard S models sell for about $115,000 so retained value appears to be reasonable.Body: Soft-top convertible, two-door, two-seat roadster; aluminium hardtop available as an option.Engine: 3387cc flat six-cylinder aluminium engine with four overhead camshafts; four valves a cylinder; variable valve timing and lift, switching intake manifold; electronic engine management for ignition and fuel injection; sequential multipoint fuel injection, bore x stroke (mm): 96 x 78; compression 11.1:1Power: 217kW @ 6250 rpm.Torque: 340Nm @ 4400-6000rpm.Fuel: 64 litres, PULP 98 octane, city 15.3L/100km, rural 7.8L/100km; combined 10.6L/100km (claimed); 11.8L/100km (as tested).Transmission: six-speed manual.Suspension: Front and rear axle with spring struts (optimised by Porsche) with spring strut-guided wheels suspended independently on track control and longitudinal arms; spring struts with inner damper; twin-sleeve gas pressure dampers.Brakes: Twin-circuit brake system with one circuit on the front; one circuit on the rear wheels; four-piston aluminium monobloc brake calipers; cross-drilled, inner-vented brake discs measuring 318mm x 28 mm (front) 299 x 24 mm (rear).Safety: Porsche Stability Management including ABS, EBD etc.Wheels and tyres: front 8J x 19, 235/40 ZR 19, rear 9 J x 19 265/40 ZR 19.Weight: 1355kg.Dimensions (mm): 4329 (l) 1801 (w) 1292 (h) 2415 (w'base).Top speed: 272km/h 0-100km/h 5.4sec; 0-160km/h 11.8sec.CO2 emissions: 254g/km.Verdict:For: Exhilarating performance, tenacious handling.Against: Insuring it, getting in and out.Boxster history1996 The first Boxster (986) was built in late 1996 as a 1997 model, the first year they were sold. It had a naturally aspirated 2.5-litre flat six-cylinder engine producing 150kW.2000 The first Boxster S appeared with a 3.2-litre engine.2005 A restyled Boxster (987) appears.2007 Boxster and Boxster S get new powerplants originally used in the Cayman series. Boxster engine out to 2.7 litres and S engine grows to 3.4 litres. Engine powering the S now produces 220kW.The Porsche Boxster name derives from its “box”er engine, an engine in which the pistons travel horizontally rather than vertically and road”ster,” the name given to a two-door convertible.

Mercedes-Benz quietly admits that its look-at-me roadster had missed the mark.The penny dropped for Mercedes, according to head of passenger car development Hans-Dieter Multhaupt, when 60 per cent of customers specified the AMG sports body kit for their basic SLs.“That is not right,” Multhaupt says. “Normally, it should be 30 percent of customers who want the extra-sporty look."“This tells us that the customer wants to have his car positioned a bit more sporty. This time, we have followed that wish.”To that end, the revamped SL has a more powerful and efficient V6, optional active steering, a far more aggressive front end, a restyled interior and — oddly, given the customer message — a three-litre, entry-level V6.“We felt we should sharpen the car's sporty edge,” Multhaupt says.“Our customers expect from the SL a combination of sportiness, comfort and safety ... we felt it could be even a bit sharper in design and technology.”Apart from the front and interior styling, the steering rack and the spanking 3.5-litre V6, most of the changes are, at best, subtle.The SL's grille and general stance have been squared up to give the car a far more bulldog look.Under the bonnet — which now features a pair of power bumps redolent of the original 1954 300SL — are a range of four engines from the entry V6 to the SL600's 5.5-litre V12.“There are no immediate plans to add the SL280 to the Australian range, but it will remain under consideration,” Mercedes-Benz Australia's Peter Fedayev says.Traditionally, the V8 SL500 has dominated Australian sales, but it could come under pressure from the SL350's high-spinning 3.5-litre V6.With 232kW — up from 200kW in the superseded engine — and 360Nm of torque, the SL350 dispatches the sprint to 100km/h in 6.2 seconds and uses just 9.9 litres of fuel per 100km.That's only marginally faster (0.4 of a second) and more efficient (0.4 of a litre) than the outgoing car, but it feels a whole lot better than those raw figures indicate.Not so shabby for a middle-aged athlete in a corporate suit.There are no changes to the engines at the top end of the bragging tree, with the 5.5-litre SL500 and twin-turbo, 5.5-litre V12 SL600 retaining their respective 285kW/530Nm and 380kW/830Nm outputs.Most noticeable change to the cabin is the absence of the deeply scalloped dash, replaced by a flatter treatment with classic-styled dials and new three-spoke steering wheel.As in some other performance models, including several from Subaru, the instrument needles flip from one side of the dial to the other on start-up before returning to their initial positions.The seven-speed gearbox has not been changed, apart from a software upgrade that makes for slightly quicker changes in manual mode and blips the throttle on downshifts.An unexpected advantage of that downshift blip is that the changes are smoother because of equalisation of shift pressure.The chassis remains unchanged, but there has been some tweaking of the active body control (ABC) on the top-end cars to provide a sharper ride at full tilt; but a more refined suspension feel for general duties.The biggest single difference to the upgraded SL is active steering — optional on models sold overseas but likely to be standard for those available in Australia.At the heart of the variable steering is an idea first developed by Dr Arthur Bishop in Sydney almost 50 years ago.“The beauty of Dr Bishop's idea was in its simplicity and economy,” Michael Rapp, senior manager for steering systems development at Mercedes-Benz, explains.“There is no need to have sensors for speed input or servo motors or build in great complexity, which brings with it a greater risk of component failure ... the Bishop system is elegant simplicity."“The benefit is that at highway speeds, the off-centre experience is sharp, yet in a situation like parking the greater assistance makes it easier to manoeuvre without needing to wind on great amounts of steering angle.”Also optional on overseas models — and under consideration for Australia — are the Airscarf neck-warming system pioneered on the SLK and a multi-mode intelligent light system.The system has five modes — country, motorway, enhanced fog lamps, cornering function and active function.The variable-control bi-xenon headlamps activate the light functions automatically. Motorway mode, for example, kicks in at speeds in excess of 90km/h, increasing the driver's range of vision by up to 60 per cent.When the active light function is operational, the headlamps pivot in line with the steering angle around bends, illuminating a claimed extra 25m.“I think we now have a very good blend and the right mix for our customers,” Multhaupt says.“They tell us all the time that they don't want a purist sporty car that you can only stand for an hour — the SL is a companion for the whole day."“They want the sportiness at the same time as the comfort and the assurance of safety.” Snapshot Mercedes-Benz SLPrice: from $225,000 (est.) to $380,000 (est.)Engine: 3.5L/V6, 232kW/360Nm (SL350); 5.5L/V8, 285kW/530Nm (SL500); 5.5L/V12, 380kW/830Nm (SL600)Transmission: 7-speed automatic (SL350, SL500); 5-speed auto (SL600) 

Personally, I never saw the point of chopping the top off a perfectly good coupe. Equally, there's a vocal body (my wife, hairdressers, men ageing badly ...) who wonder why you'd have a roof you couldn't get rid of at the press of a button. I'd say that a chop top adds weight and sacrifices rigidity, for all of which you're charged more.Surely Sydney's summer sun is too savage to go topless, the traffic too congested and the air too on the nose.Others — including, yes, those who brandish hairdryers in a professional capacity — might suggest this is of no consequence. A roofless attitude liberates a car from the functional and mundane. Lower the lid — it ceases to be an appliance and becomes a lifestyle-enhancing accoutrement.It's also about 50 times safer. Sitting down low with the roof up, the want of rear quarter vision makes one long for a Lotus. Although the car presented here is the automatic Touring iteration as opposed to the hardcore manual Track coupe, the recently enhanced mechanicals mean the softer device won't disappoint when the open road beckons.Introduced last year, the new VQ35HR engine comes late in the Zed's model life (a replacement with folding hardtop is due within 12 months), but it's one that should ensure its worth well after it is superseded. Some 80 per cent new, this 230kW/358Nm V6 not only bulges the bonnet suggestively, but transforms the way in which oomph is delivered to the rear wheels of what was an already muscular and responsive roadster.Lidless versions now share the hardtop's fully-fledged powerplant with its palpable lift in low-end torque and higher redline, enabling the Roadster to transform from boulevardier to B-road brute with a good prod of the loud pedal. With five cogs as opposed to the manual's six, the auto suffices beautifully in most circumstances, the tiptronic mode imparting a degree of DIY.Indeed, save for the want of curtain airbags, this is the only place in which the Roadster falls short of the Coupe.It gets five-spoke 18-inch alloy wheels, ABS, traction control, leather trim, electrically-adjustable and heated front seats, single-zone climate control, six-CD Bose audio with steering wheel controls, Xenon headlights and cruise control.While the Touring version misses out on the Track's Brembo brakes and — more importantly — Vehicle Dynamic Control (Nissan's electronic stability program), it receives four-wheel ABS with brake assist, electronic brake force distribution, traction control system and limited-slip rear differential.The Zed is newly shod in Bridgestone Potenza RE050A, with a 225/45R18 91W fitted at the front and a wider 245/45R18 96W at the rear.There's a temporary use spare, which leaves overnight luggage space.Even the lurid burned orange hue won't disguise the ageing and rather arid plastic nature of the interior, but it's functional, by no means oppressive and — in sports car terms — exceptionally decently priced.Assertive character that the Zed was, it's more so now. Within minutes of driving away, the throaty resonance of the 3.5-litre bent six is evident, but it needs to gargle with 98 RON to stay on song. Though redline is only 500rpm north of the previous 7000, it reaches this height in a tuneful tenor, fairly hurtling from top torque at 4800rpm and maximum power at 6000.Driven back-to-back with the more rigid and lighter Coupe, the Roadster's deficits in these respects would no doubt be evident. But it's not going to be deployed in those circumstances, leaving the lankier drivers of the latter to have their scalps seared as the Zed delivers an experience that makes you wonder where the money is in an SLK.Accessing all of what the Zed has so readily (especially in the absence of the full outfit of electronic minders) could see the neophyte, or even those unused to powerful rear-drive cars, get bitten fairly hard.With far more benign open-top cars to be had, those who find themselves seduced by the Zed's striking visual 'tude should be aware that roofless can translate rapidly to ruthless.It's a measure of its dynamic competence that the Roadster feels almost as composed at speed as it does day to day.Certainly, it's almost equally at home in both situations — as an intuitive, grin-inducing handler in the former, and eminently civilised in the latter. The most expensive Zed car at $73,990, the Roadster Touring is by far also the cheapest car of its type.But in no sense at all should it be seen as a bargain Japanese option in a field of Germans.However, at almost $80K less than the very best roadster — Porsche's Boxter S — the Nissan really is wonderful value for money.Even though it's not the variant I'd want, it stands up in its own right, an accomplished and reinvigorated ride that will continue to reward as the years roll by.The bottom lineEnduringly excellent. SnapshotNissan 350Z RoadsterPrice: $73,990Engine: 3.5L/V6 230kW/358NmEconomy: 12.1L/100km0-100KM/H: 6.1 seconds The rivalsAudi TT Roadster V6Price: $92,900Engine: 3.2L/V6 184kW/320NmEconomy: 9.6L/100km0-100KM/H: 5.9 seconds BMW Z4 3.0siPrice: $94,000 (auto)Engine: 3L/6-cylinder 195kW/315NmEconomy: 9L/100km0-100KM/H: 6 seconds Mercedes-Benz SLK 350Price: $115,900 (auto)Engine: 3.5L/V6 200kW/350NmEconomy: 10.7L/100km0-100KM/H: 5.5 seconds 

A lot of things, including the words on this page, would be a blur.What wouldn't be clouded by the experience is the allure of a Porsche.Standing still, alongside the curb in a leafy street, it arrestingly melds delicate beauty with coiled ferocity, like a caged animal ready for a meal.At speed it is athletic, running lightly on its tyres and even when pushed hard, feels relaxed, confident and capable. It even makes me look good.This is the 997 version of the enduring Porsche 911, the model that is regarded as the company's flagship. Think Porsche, think 911.Unfortunately, that is no longer the case.Porsche nationally sold a respectable 183 cars in January but more than half — 74 were Cayenne SUVs.It frighteningly reflects that if Porsche hadn't introduced an SUV, arguably the company today would barely be profitable.I could dwell on the glum outlook but the corner is coming up. Squeeze the clutch, click the lever back from third, pressure the accelerator before the apex and power through.The steering is perfect, as is the weight of the clutch and even the slight rubbery vagueness of the gear change feels comfortable.The tyres — whopping 305 Michelins at the rear — sing softly and there's a bit of movement from the tail. But I'm not stupid and stability control remains switched on.Even with this control, the rear can be tempted to step out a fraction and the nose can be pushed to understeer. The control is almost intuitive, letting you have a bit of fun yet always ready to pull you back to safety.What is changed is the button to wake Porsche's Active Suspension Management (PASM).Promptly the ride firms but this system is more about constant monitoring and altering the suspension to maximise grip and minimise roll.There are a host of bits and pieces under the chassis like this and they're all there primarily to keep the car on the road.Their secondary task is to try to defeat the laws of physics.For the iconic 911 carries in its DNA a potentially nasty trait — it has its engine hanging out the back, behind the rear wheels.What we have here, dear reader, is a pendulum. Rush it hard into a corner and it will attempt to swing its tail out. With a bit of momentum, it can spin wildly.That was a problem with many of the original 911 models, starting in 1964. Today, the 997 uses every trick in the book to thwart what Einstein and others wrote as fact.Such is Porsche's engineering expertise that you will have to be very silly to get the 997 in a position where it will let you leave the road sideways or backwards.Tempting you to this end, however, is Porsche's biggest flat-six engine. The Carrera S gets a 3.8-litre version of the 3.6 unit available in the other cars.Compared with a Carrera 3.6, the S variant is easier to drive and can lull the driver into near lethargy with its docile manners.Drive to the shops, putter along the Freeway in the morning and idle along in the city — the 3.8 is more comfortable and obliging than the slightly peakier 3.6.It is so easy to drive that it's almost on par with a Corolla.But the Cabriolet — desirable as it is to those who like the wind ruffling their greying locks — has issues with rear visibility when closed. It's also noisier than the steel-roofed Coupe. But with the fabric roof electrically retracted it provides marginally more comfort for the two children shoehorned into the rear.Finally, it's not cheap. At $247,800 it's less than $10,000 away from a red hot GT3 version. Or a small apartment somewhere near the coast.Snapshot Porsche 911 Carrera S CabrioletPrice: $247,800 ($255,930 as tested)Engine: 3.8-litre, flat-6Power: 261kW @ 6600rpmTorque: 400Nm @ 4600rpmAcceleration: 0-100km/h 4.9sec; top speed 293km/hFuel: PULP, 64-litre tank, 11.6l/100km (claimed), 14.8l/100km (tested)CO2 emissions: 277g/km (Corolla: 175g/km)Transmission: 6-speed manual; rear-driveBrakes: 4-wheel vented, cross-drilled discs, ESC, ABS, EBD, brake assistTurning circle: 10.9mSuspension: MacPherson struts, electronically adjusted dampers (front); multi-link, coils, electronically adjusted dampers (rear)Wheels/tyres: 19-inch alloys; front 35/35ZR19, rear 295/30ZR19, no spareDimensions (MM): 4427 (l), 1808 (w), 1300 (h)Weight: 1505kgWarranty: 2yr/unlimited km, roadside assistService: 30,000kmFeatures: airconditioning, 10 airbags, 6-disc CD/audio, trip computer, electric hood, cruise controlOptions: test car fitted with 19-inch Carrera sports wheel with 235/35ZR19 front and 305/30ZR19 tyres ($2080) 

But as the all-new Smart Fortwo was launched in Sydney this week, it arrived with a question mark over its real relevance on Australian roads.The one-model company, under parent company Mercedes-Benz, sold just 550 Fortwo's in Australia last year. And that's a number that Smart Australia's boss Wolfgang Schrempp admits isn't profitable enough to continue on for the next three to four years. But they're confident the second-generation of the novelty-like car can help boost those numbers.Since the late 1990s, Smart has sold 770,000 Fortwos worldwide. It's an environmentally friendly urban car for someone who wants to stand out as being funky, individual and “smart”-thinking. And the new model arrives just a bit bigger and better than its predecessor.The Fortwo will be available in two engines and two body styles. Both are powered by a Mitsubishi-built, naturally aspirated 999cc three-cylinder engine, one giving off 52kW, the other getting some help from a turbo-charger and delivering 62kW of power. Customers also have the choice of a coupe or cabrio model, the soft top retracting at any speed and the coupe featuring a glass roof with a sliding lining. The new Fortwo has become less toy-like, although it still maintains its quirky and unique character.It sits on a longer wheelbase, has slightly larger dimensions and has undergone some styling changes. The boot is also a little bigger. From the rear, the Fortwo now looks like a proper car with its wider stance and four lights adorning the rear instead of the previous six.The aim of the car as an environmentally friendly model is achieved nicely — it's the most fuel-efficient petrol car on the market, getting 4.7-litres per 100km on the non-turbo engined version and 4.9-litres for the turbo.Carbon dioxide emissions are also low. The Fortwo starts at $19,990 for the 52kW coupe model and $22,990 for the cabrio. The turbo version adds $2000 to each price tag. And while it may look unusual, driving it feels just like any other light car. There's plenty of space for the two occupants, and the passenger especially gets generous leg room.But you can't help feeling it lacks that connection between driver and environment.You tend to sit very high on top of the seat, rather than in it, and the dash feels separate instead of moulding around you. But it is a cute and peculiar type of styling both inside and out.While 52kW isn't a impressive figure, it is only a small engine and it feels as though it has enough power for its role as an urban driver. The lightweight car gets around town with enough “oomph” through the five-speed automated manual transmission. This means there's no clutch, but you still control the gears through the gearstick or the paddles on the steering wheel.You can be lazy when it comes to changing down, as the gearbox does this on its own. Up hills it did take its time to drop back a gear and you sometimes had to interrupt in order to get it over the ascent. The semi-manual transmission has been improved. Changing up a gear doesn't leave you looking like a learner driver — rather its a smoother, more fluid shift.But if changing gears just isn't for you, there's also the softouch automatic option, adding $2000 to the price. Top speed is 145km/h and despite its size, you do feel safe knowing it has achieved a four-star Euro NCAP rating and comes standard with four airbags.It's great around town and very easy to park, but the ride comfort isn't the best as the suspension doesn't seem to absorb much at all.The Fortwo gets a tick of approval for fitting stability control as a standard feature, something rare in this segment. Power steering didn't make the list but Smart says customer feedback suggested the steering was light enough. While that's true at faster speeds, you really notice its absence in car parks or tight turns.We also had the chance to give the 62kW turbo model a quick spin. This model would be the pick of the two, giving that extra performance and a more spirited drive. At just a $90 increase over the outgoing model, the Fortwo does offer a unique and special car under the $20,000 mark.But for less you could get the Mazda2 or Volkswagen's Polo, offering the added benefit of extra seats, bigger engine and marginally higher fuel consumption. So to make the Smart choice, you have to really be a fan.Is Smart relevant for Australia?