Convertible Reviews

At least the inclemency allowed us to test the efficacy of the lid on BMW's updated 6 Series Convertible during a 250km autobahn and B-road ride through Bavaria last week. Maybe we should tour it through the worst drought zones when it arrives in Australia a few weeks before Christmas.At a time when the lids of many convertibles are hardening up in the form of folding metal or composite jobbies, the revised 6's top stays soft. Suffice to say it works in the grimness of a central European autumn and if you want something more substantial there's the considerably cheaper (but still prohibitively expensive) Coupe, which is to be relaunched alongside the ragtop.The 650i is a quintessential German grand tourer, as relentlessly effective consuming freeway kilometres as it is comfortable and compliant when cruising a country road.Really, the only time the softness of the top is apparent (and with us, it's always up) is with wind noise that comes with the sort of speeds that would get you summarily executed in Australia.To a (too) great an extent the 650i's resonant 270kW/490Nm V8 will be wasted on us. Oh, the joys of driving in Germany, where cars are cars and the people are taught to drive them ...Still, the revised line-up hardly lacks for readily appreciable additions that bring the big two-doors into line with the more recent iterations of the X5 and 5 Series.Tactile touches include sun-reflective leather upholstery and a new colour choice of saddle brown, chrome-grey gauges, reshaped and more powerful LED headlights, restyled boot, plus comfort access and soft-close doors.Technical tune-ups run to DSC with Active Cruise Control and Stop/Go function, driver's heads-up display, the less fraught version of i-Drive and a night-vision option.Best of all is the automatic sports transmission controlled with the X5/5 Series electronic gear selector that might have been modelled on a computer's joystick. While a six-speed manual is available via special order there can be few complaints about the rapidity of the auto's gearshifts and the seamlessness with which it transmits power to the rear wheels.Manual mode is engaged conventionally enough by slotting the gearstick to the left of Drive, though the most satisfactory method of changing for yourself is via the paddle shift which allows temporary manual over-ride.You can engine brake into sharp bends, accelerate out and allow the Drive mode to resume automatically.Touching off the sport mode button noticeably sharpens cog swaps and throttle response. Even when its power is not being tapped, the Bimmer feels potent, as though it wants to spring forth.In rapid deployment it just piles along, reaching 100km/h from standing in an improved time of 5.6 seconds, keeping overtaking exposures to a minimum.Relentless and poised on the wide, open tarmac, the 1800kg plus 650i is a blunter instrument on back roads. It's able, however, to keep a correct line longer than most would be willing to push it.The Active Steering that wouldn't be so welcome on a sports coupe is as perfectly suited to the 6 Series as the auto, underwritten by Cornering Brake Control.The stoppers are hydraulically controlled swing-calliper numbers with inner vented discs that scrub speed emphatically but with a feel and progression that suit them equally to low-speed urban and triple-figure open-road stopping.The 650i's everything expected from a big Bimmer, delivering satisfaction that increases incrementally with the steerer's ability, but accessible and rewarding even to the meek.Visually the optional 19-inch alloys shod in low-profile Pirelli runflats are a happy match. But Bavaria's roads ain't ours, so stick to the 18s.These shoes should serve you as soundly as the Bimmer's soft hat, come rain or shine. Though we can only guess about the latter... BMW 650i ConvertiblePrice: $228,800 (Coupe $212,000)Engine: 4.8L/V8, 270kW/490NmEconomy: 11.9L per 100km0-100km/h: 5.6 seconds 

Selfish, aggressive and true to its heritage. That's the updated 350Z, the latest in a long line of sports cars from Nissan.Nostalgia is re-written in the same confined cabin, stretched footwells, low amidship seats and the same "where does it finish” bonnet.And the engine sounds a little like the original gravelly straight six, even though it's the latest V6.The Z earns full marks for engine punch and flexibility, traction and grip, pin-sharp steering, rapid and precise gear shift.But, it's not so inviting when it comes to road noise and poor visibility.There are two versions; the Touring, at $62,990 (auto $64,990) and the Track, at $67,990 (auto $69,990).The soft-top roadster is $73,990 (auto $75,990.Equipment in the Touring includes front, side and curtain airbags, traction control, leather trim, climate control, Bose sound system, heated seats and cruise control but no stability control.The extra $5000 for the Track versions buys Brembo brakes, a body kit, stability control and wider and lower profile tyres, 225/45 (front) and 245/45 (rear) on 18-inch alloys.The same wheels and Bridgestone Potenza tyres are now fitted to the more compliant Touring, which used to have 17-inch wheels.Styling is largely unchanged, apart from a bulge in the bonnet.Most of the changes are in the upgraded 3.5-litre engine, which produces 230kW (up 9kW) and 358Nm of torque (up 5Nm).Improved low to mid-range torque comes from a combination of a dual air intake, a wider operating band for the variable valve timing and lower exhaust back-pressure.At the same time, the engine revs to a 500rpm higher peak of 7500rpm.And although it weighs a hefty 1460kg, acceleration is strong and effortless, reaching 100km/h in 6.5 seconds.Gearing in the six-speed manual is well spaced and decisive in the five-speed automatic, which comes with a sporty downshift mode.The chassis is heavily braced front and rear and stiffly sprung.Handling is balanced, with accurate turn-in and excellent grip, front and rear.Storage is provided in bins between and behind the seats but luggage space is restricted by the rear body brace and the high floor, which covers a space-saver spare. Snapshot Make: NissanModel: 350ZCOST: from $62,990 

There is something about the style and the fact that a fabric roof defies the elements that gives it appeal.For years, Saab has steadfastly stuck with a soft-top for its convertible but today's soft top is a piece of high-tech kit. It is fully lined, for starters, and effectively mutes wind and rain noise as well as being true to the sports convertible philosophy.What isn't true is its diesel engine. Sports convertibles and diesels seem like chalk and cheese. Now there are two: the Saab 9-3 and the Volkswagen Eos.Saab's diesel convertible, the TiD, starts at $68,000 for the Linear with Sport adding $2000. Auto is more.It is powered by a 1.9-litre, common rail, twin cam turbo diesel good for 110kW and 320Nm. This engine is also used in Holden Astra diesels and the design is originally from Fiat and Alfa.A six-speed manual or optional six-speed automatic transmission is available with drive going to the front wheels via various electronic modulators.The diesel offers surprisingly strong performance coupled with excellent fuel economy rated at just 5.8-litres/100km. It also generates a relatively low 166g/km of carbon dioxide and features a particle filter to knock out any exhaust nasties.Though smooth and quiet on the road, the diesel is audible at idle and generates some vibration but nothing that really intrudes.It will take the convertible at least 1000km on a tank, possibly more if you drive frugally. That is impressive.The six-speed manual we drove was excellent on the highway, loping along in fifth or sixth with instant acceleration on tap.The difference between petrol and diesel under these conditions is imperceptible apart from slightly stronger acceleration from the diesel.As expected, the convertible is fully loaded with goodies like heated seats, leather, premium audio, climate control and cruise control. The 16in alloys look a little small for the car but there is a full-size spare.Safety equipment includes active roll-over protection, multiple airbags, stability control and five three-point seat belts.Driving the car is a buzz, especially with the roof down. It was cold during the test drive but we cranked up the heater and heated seats but didn't feel a thing.While it couldn't be considered a sporty handling car, the convertible is composed and comfy. It is easy to get into the front seats but a little more difficult in the back. The boot is a good size even with the roof down. We like the look of it especially around the flanks, but the front is a pretty generic Saab. 

Red moons don't come along very often and neither do Aston Martin convertibles. Apparently this new Vantage V8 Roadster is the 14th example since 1950, but you almost never see one on the road and I wouldn't be surprised if I'd witnessed more lunar eclipses.Watching this week's ochre orb rise over a splendid powder-blue example, one of the first in Australia, was a rare alignment of stars indeed.This soft-top version of the Vantage Coupe is unlikely to be a common sight, even when Australia's full quota, a couple of hundred, perhaps, have been handed over to buyers.But in Aston terms, it will be relatively high volume. The company is currently building more cars than at any time in its history, 7000 last year, or about one-third more than Ferrari.The recent sale by former owner Ford now means development work is going full-throttle under new shareholders. Annual production is expected to hit 10,000 when the Rapide four-door joins the line-up in 2009.Convertibles account for more than half current output and the majority of those will be the V8 Roadster. The larger V12-powered DB9 Volante is nearly $100,000 more expensive, and you need a blue moon for that one.For such an exclusive brand, the Aston appeal has remarkable cut-through. Some badges inspire unprovoked hostility in passers-by, but an Aston is greeted with almost universal admiration that even envy cannot dilute.Aston expects this car, of all its models, to attract more women buyers, but judging by the response merely to a mention of the brand, it already has a fair bit of appeal.The V8 Roadster, like other Astons I've driven, has an extraordinary ability to cross the gender divide.The Roadster commands a $24,000 premium over the coupe and shares most of its engineering, including aluminium underpinnings, lightweight bodywork, 4.3-litre V8 and six-speed manual transmission (or the option of a two-pedal, auto-clutch version of the same gearbox).With a starting price of $269,000 it's pitched against a formidable line-up of premium convertibles including the Porsche 911 4S Cabriolet, Mercedes-Benz SL 500 and Jaguar XKR.None of these cars is a slouch when it comes to looks or performance. But with a 0-100km/h time of just 5.0 seconds, the Aston is competitive against all but the quickest. To this non-objective observer, it has the edge in terms of beauty and cabin ambience.The Roadster manages the neat trick of looking good even with the roof up, which is not the best angle even for expensive drop-tops. Sharply raked A-pillars mean the fabric forms a low, taut cabin line (almost) as persuasive as the smooth hardtop. The convertible also retains that car's grille, headlights and wrap-around tail-lights with their appealing LED details.The same pronounced style crease flows from the signature side vent, and the shapely form of the wheel arches turns the flanks into an almost sexual statement.It's gorgeous, but if it's gorgeous with its roof up, top-down it's irresistible. The three layers of fabric which make the cabin feel well insulated when in place, fold in a swish 18 seconds.The roof is slickly packaged behind the cabin, avoiding any suggestion that it's an awkward piece of cargo, while the boot space, which is weekend-for-two-in-a-warm-location size, stays the same regardless.Nice touches include the fared-in headrests and concealed fuel-filler cap, which can be hard to find unless you know where it is.The car's lines come into their own now, and the cabin can show off an expanse of contrast-stitched leather punctuated by gun-metal coloured plastic and metal for the functional bits.The switchgear and control placement mirrors other Astons and has some endearing quirks, such as the high-mounted buttons used to select D, R or N in the automated manual version I drove. The counter-rotating dials are also unique, with the speedo describing a conventional arc but the rev-counter needle flicking anti-clockwise. There's no redline marked and an almost complete lack of ornamentation, save for a little analogue clock.The seats are a highlight both to look at and to occupy. Set appropriately low, the driving position is marred only by excessive reflections off the top of the dash into the front glass, and a complete inability to see the end of the long bonnet.Aston has a minimalist approach to standard equipment and in the Roadster it's sparse, which means the starting price really is where you begin. Sat-nav, heated seats or Bluetooth compatibility are just a few features you might expect at this price, but they're extra. So is cruise control.I'd do without most of them. The cheap steering-wheel buttons for cruise and stereo are about the only jarring note in the cabin — and the volume control didn't work. But that was the exception in a car that felt tight, well-built and nuggetty solid.Aston claims exceptional rigidity for this Roadster, and it's not difficult to believe because it is substantially heavier than its Porsche and Jaguar rivals.It's the length of a hatchback but weighs as much as the larger DB9 Coupe.On the road, it has the hunkered-down feel of a small car running big rubber.The 1.7 tonne weight is extremely well disguised because the mass sits low to the ground and the car responds to inputs cleanly.After a few hundred kilometres I found myself braking and turning in earlier for corners, but carrying more speed.The steering wheel and pedals are all pleasing to use with vestiges, at least, of an unmediated sportscar just beneath their civilised surface. It turns in with poise and alacrity and the brakes are strong.The ride quality is firm but acceptably so, and Aston eschews adaptive suspension and other trickery, such as variable-ratio steering. The road noise thrown up by tyres is the main detraction from refinement.One complex piece of technology is the Sportshift automated manual gearbox, a development of systems used by many of the exotic brands. The difficulty of low-speed manoeuvring we've encountered with these gearboxes has been addressed with a 'crawl' function, which edges the car forward or back for parking just like a conventional torque converter automatic.In D, the shifts are sufficiently smooth and around town it's the default choice, although the best way to learn this transmission is to use manual mode, changing gear via the steering wheel paddles, all the time. Slight throttle adjustments can make all the difference to shift quality and timing.In a nice touch, the numerical gear display turns red as the upshift point approaches, although the system will allow revs to be held at maximum without changing up for you.On an open road, manual mode is clearly superior and not just because it blips the throttle and swaps ratios faster than any pro. Automatic can choose strange times to change gear- mid-corner on a couple of occasions. It's unclear whether the software would eventually learn a driver's style.And with your fingers on the paddles, you can control the engine note. Like the coupe, the stainless steel exhaust system opens up all the stops at 4000rpm and sounds like the brass section of big band.But unlike the coupe, in the convertible the volume is turned up to full, and it's like you're in the dance hall rather than listening to the recording.This V8 engine doesn't feel quite as quick as its vital statistics suggest, it can even go off the boil a little on inclines with the tacho showing less than 3000rpm, but it spins very enthusiastically and the sound it makes has a slightly  feral quality that's extremely addictive.This Aston doesn't need a full moon, red or otherwise, to reveal the beast within. SnapshotAston Martin V8 Vantage RoadsterBody: Two-seater soft-top convertibleEngine: 4.3-litre V8Outputs: 283kW at 7000rpm; 410Nm at 5000rpmTransmission: Six-speed manual or six-speed clutchless manualPerformance: 0-100km/h in 5.0 secondsPrice: $269,000On sale: Now 

The powered z-fold lid tidies itself flush with the body, with one section of the roof acting as a tonneau cover, and with no encroachment on the 250-litre luggage capacity.Adding the $300 optional load-through hatch means you can also now carry skis, or a couple of lengths of DIY timber, if that's your thing, which adds to the car's practicality.But a car like the Roadster shouldn't be about function. It's for top-down cruising fun, mixed with a bit of “look at me” attention grabbing.And there are few convertibles so eye-catching. The first TT stunned the world when it was introduced in the '90s and the latest version of both coupe and drop-top have revised that design; while retaining its instantly recognisable lines.From every angle the car has style but one of our favourite views of it is from the rear. Where many other designs seem to run out of energy, the Roadster looks even better than from the front.The interior is equally gorgeous, with the Audi attention to quality showing in every detail.The flat-bottomed steering wheel not only looks sexy, but offers easier access into the driver's seat and a handy hint of how far off centre you are, if you're prone to shuffling your hands around the wheel in hard cornering.While there's more than adequate legroom, the cabin feels snug. In true roadster fashion, you embed yourself into the car rather than sit in it.Operating the power roof is one-finger easy, and its multiple layers work to keep the car surprisingly quiet for a ragtop.However, if you're tall, and inclined to sit up straight, you'll find it brushing your hair when it's up but your “do” is fairly protected by a wind deflector behind the seats when the roof is down.Standard equipment includes heated leather seats, sports suspension, electronic stability, traction and braking systems.On the options list are a DVD-based nav system, high-end audio, xenon headlights, even better leather and magnetic ride suspension that variably aligns particles floating in fluid, increasing its viscosity to adjust damping.On the road, the new TT Roadster offers more involvement and a sharper driving experience than its predecessor. The larger wheelbase, lower centre of gravity, more rigid body, tauter suspension, and the concentration of aluminium towards the front in the space frame construction all work to give the car noticeably better weight distribution and dynamics.But while it certainly feels better planted and sharper on the road, it hasn't entirely cancelled out the nose-heaviness, even in the $77,500 lighter-engined 2.0-litre TFSI turbo version.The engine develops 147kW of power and 280Nm of torque and eager to rev up close to redline, it gets the Roadster to 100km/h in 6.5 seconds and has a top speed of 237km/h (using 7.8L/100 on average).Admittedly, the $92,900 V6 version offers 184kW and 320Nm, comes with Audi's famed quattro drive as standard, beats the four to 100 by 0.6 seconds and tops out at 250km/h.But if it comes down to having to choose one, we don't need to go that fast, and the 2.0-litre with turbo is the one playing our song.Keep the roof down and enjoy the music, poking boost out of the turbo with the six-speed “S tronic” sequential transmission that kicks down readily in full auto mode, and offers close to immediate response in the sequential mode.The gearshift is a slick joy to use for chomping into corners or eating up highway traffic. Our only gripe is that you still have to push it forward to change up, and back to change down, which works against the braking and accelerating motion of the car.But even that annoyance doesn't come anywhere near to spoiling the fun. 

Audi's RS4 is just about the only model in the German manufacturer's lineup that the BBC's Top Gear seems to like. But I guess when you get to drive the creme de la creme of the motoring world, one can afford to be choosey.For our money, the RS4 (a super duper V8-powered version of the bread and butter A4) is an amazing piece of machinery. The 4.2-litre V8, which pumps out a prodigious 309kW of power, is simply stunning. Power delivery is brutal and the note from the drain pipe-sized twin exhausts is music to the ears. Let's just say that at full noise the RS4 sounds more like a V8 supercar than any Aussie fare.In Audi speak, the car is “race technology in plain clothes”, or as we see it a wolf in sheep's clothing. “While many of its features look similar to the new Audi A4, the RS4 is far more than just a fast derivative of Audi's successful mid-size saloon,” Audi spokesperson Anna Burgdorf said.“The car is an almost entirely brand-new development tailored to the highest performance requirements.”Priced from $164,500, the RS4 comes in three guises: sedan, cabriolet and station wagon. Our test vehicle was the most expensive of the trio, the cabrio priced from $187,500.Unlike many cars of its kind it retains a soft, fabric roof which can be raised or lowered at the push of a single button. The trend these days is to hard, metal roofs that stow in sections, but of course they come with a weight penalty.Before slipping behind the wheel of the RS4 for the first time we were urged to remember to push the “Sport” button, which is located on the steering wheel.As well as sharpening throttle response, it opens a set of baffles in the twin exhaust system that elevates the note of the engine to a deep rumbling bass, a bit like an orchestra coming together for the grand finale of the 1812 Overture. Boy, does that small button make a difference.Maximum power output of 309kW is achieved at a lofty 8250rpm, while peak torque of 430Nm arrives at 5500rpm. Ninety per cent of this torque is available between 2250 and 7600rpm.The V8 in our test vehicle and, indeed all RS4s, is mated to a six-speed manual change (there is no automatic).The cars sits on 19 inch wheels, 30mm lower than a standard A4, with power fed to all four wheels through the Quattro all-wheel dive system. It's biased 60 per cent towards the rear most of the time, but the Torsen style centre differential sends more power to the front or rear wheels as required.Dynamic ride control is fitted to reduce body roll.Big eight piston stoppers are fitted to the front of the car, with 365mm front and 324mm rear discs. Thankfully, they're a match the car's prodigious power, with the ability to pull it up quickly and in a straight line. That's a good thing, otherwise we'd be reporting to you from the bushes.Straight line performance is staggering, with the dash from 0-100km/h taking just 4.9 seconds. At 1845kg the cabrio is actually 195kg heavier than the sedan and is a tenth of a second slower not that you'd notice.What is noticeable, however, is a surprising amount of flex from the roofless body, which is only exaggerated by the firm and at times down right harsh suspension.That's the price one pays for wind in your hair motoring.

You see Porsches on the road every day. But it's not until you sit behind the wheel of one for a while that you realise just why serious drivers around the world adore them.When CARSguide took delivery of the recently upgraded Boxster S last week, we received a near-perfect driving experience.The Boxster has its critics, usually more seasoned Porsche purists who see the 911 as the ultimate, and only, serious Porsche.Perhaps it's because they haven't driven the perfectly balanced, highly potent and gloriously fun Boxster S.If they had, not only would they be surprised, they might even consider putting one in their garage.Maybe it's the fact that, for at least $100,000 less than a 911, you can get a true Porsche driving experience.The Boxster is the entry level Porsche (sports car, that is, not the distressingly popular 4WD Cayenne). It starts from $109,300.The Boxster S is the beefed-up version of the base model. Rather than a 2.7-litre engine, it has a 3.4- litre variant, giving it 217kW and a 0-100 km/h sprint of 5.4 seconds, compared with 180kW and a 0-100 km/h time of 6.1 seconds. The S also has 340Nm, nearly 70Nm more than the base model.All of which costs about $25,000 extra. It's a mid-engined affair, with a sublime chassis, stunning gearbox, love-it or hate-it looks with a canvas roof that, with the touch of a button, transforms the car into an open top roadster (even when the car is travelling as fast as 50km/h).Like most Porsches, it's a package that is worth a lot more than the sum of all of its parts.The legendary Stuttgart carmaker performed a bit of mid-life surgery on the Boxster earlier this year. You wouldn't know to look at it, as most of the tinkering was done on the chassis and under the bonnet.In the case of the S variant, the results are stunning.The steering, while not overly heavy, provides just about the perfect amount of feedback to allow the driver to feel the road. It's also extremely sharp and highly responsive, requiring only small amounts of input from the driver.The Boxster's optimum balance inspires confidence, perhaps even over-confidence, making it a very difficult car in which to get out of shape in, even though it tempts you to try at every winding curve.With the optional Porsche Active Suspension Management (PASM) system, a click of the button tightens up the springs for a more lively drive. And it works a treat.In normal mode, the drive is firm but not uncomfortable. Firm enough for you to avoid potholes, but not enough to shake loose your fillings.In fact, not only does the Boxster perform under pressure as well as anything you care to name, it's also easy to drive around town.The excellent torque is available down low, so you needn't constantly work the gear lever all of the time to find power. And, with a relatively heavy clutch, this is a good thing when driving in traffic.The main problem is finding the will power to resist dropping a cog or two to tap what's waiting among the higher revs, that blurt above 4500 revs that brings not only a short, sharp bust of speed, but an uncontrollable smile.On a more lazy drive, accelerating in the fifth or sixth gear at most speeds is not a problem at all, with ample pulling power at anything above about 1500 revs.Like most convertibles, the Boxster is fairly noisy with the roof down, a combination of wind, tyres on the road and peripheral noises can drown out the wonderful exhaust.Perhaps because of the positioning of the (mid) engine, the car actually sounds best when the roof is up, trapping the engine note in the cabin.Vision is improved greatly with the roof down.Aside from the canvas top, the only real giveaway inside that you're driving a convertible is the odd creak and rattle.Other than that, though, the chassis is tight as tight.Fuel consumption is relatively high, we averaged a touch above 16.5 litres per 100km in a mix of peak-hour traffic and the odd bit of spirited driving. It's unlikely any buyer would be bothered.A switchable stability control is non-intrusive enough to leave on most of the time.The brakes take quite a kick to bite hard, but have a wonderful amount of feel to them, stopping the Boxster hard, fast and straight.Inside, the cabin is a bit sparse for a $135,000 car, no steering wheel controls, no sat-nav etc but the Boxster is made to drive, not to lounge about in.Surprisingly, the stereo system was also a little below average. But, again, the engine sound track and pure driving fun makes this a near-redundant criticism.A nifty little spoiler on the back of the car pops up once you exceed the speed limit, at 120km/h, but you can also drive with a 'legal' spoiler by pressing the manual over-ride and raising it yourself.Why you would need it at slow speeds, other than to look good, is anybody's guess.For a two-seater, storage space is ample, with surprising amount of room in both the back and the front of the car.The front storage area, which is under the front bonnet where the engine normally sits in most cars, is deep and holds more luggage than you might expect, certainly enough to put in a trolley full of groceries. The back boot, although not as deep, also offers generous space.Being a true two-seater, however, there are obviously no back seats and no chance of getting more than two people in the cabin.It's a selfish car, on more than one level.But cabin goodies and luggage space are not what the Boxster is about. It's about the driving experience and, for any money, the Boxster is up there with the absolute best of them.Even though it's not a fabled 911, the way the Boxster looks, feels, handles and sounds is unmistakably Porsche. SnapshotPorsche Boxster SPrice: $134,600Engine: 3.4L/6-cyl, 217kW/340NmTransmission: 6-speed manual0-100kmh: 5.4 secs The rivalsBMW Z4 M RoadsterPrice: $130,800Engine: 3.2L/6-cyl, 252kW/365NmTransmission: 6-speed manual0-100kmh: 5.0 secs Mercedes-Benz SLK 350Price: $115,474Engine: 3.5L V6, 200kW/350NmTransmission: 7-speed auto0-100kmh: 6.0 sec (approx) Alfa Romeo Spider JTS V6Price: $94,990Engine: 3.2L V6, 191kW/322NmTransmission: 6-speed manual0-100kmh: 7.0 secs (approx)

As the sun makes a comeback, it's out with the woolly winter wear and in with the skimpy summer skirts and shorts. And with spring just around the corner, it's the perfect time to buy some big Paris Hilton sunglasses, let your hair down and jump into a convertible.With most drop-tops that come through our garage, it's fists up to reinforce your claims for a drive. But, not surprisingly last week, the keys were practically thrown at me.That's because we had a Peugeot 207 CC. And it's not because it's a bad car, in fact the Pug convertible proved to be a lot of fun to drive.The fact is I got the keys because of its looks.The 207 CC is undoubtedly a girly car, with its off-centre cabin, long, shiny lights, and perky rear end. You either love it or hate it. It is fashionable, but still peculiar looking.Kath and Kim would say: “It's noyce, it's different, it's unusual”.And they would have it right on the money with its distinctive design.The hard-top convertible is available in two 1.6-litre engines; we hit the town in the turbo version, available only with a five-speed manual.At $39,990, it is a more affordable convertible. It's less expensive than other hard-top convertibles such as the Holden Astra and Volkswagen Eos. But these do offer more cabin space and bigger engines. Its main competitor is likely to be the Mini Cooper S Cabrio, although this only comes with a soft top and still has a higher price, whereas the 207 CC has a sophisticated hard top.But for a small car pitched at females, it's got a surprisingly big bite to it. A female doesn't want to sacrifice performance for style. And with the 207 CC turbo, you don't have to.The 1.6-litre twin-scroll turbo was developed in collaboration between Peugeot and BMW and has the engine used in the 207 GT Hatchback.The engine generates 110kW of power and a strong 240Nm of torque from as early as 1400rpm.The delivery feels smooth and constant through the rev range, with reasonably tall gearing. It feels quick around town and on the motorways and is fun to drive. Acceleration is responsive even when in a higher gear at lower revs.But one thing you notice during urban driving is the harsh ride. It seems to find the many potholes and bumps on the road when travelling at a lower speed and it digs its heels into them.But hit the faster motorways and it's more gentle, sweeping over the blemishes instead.Road noise is noticeable from the front tyres, whereas the engine isn't quite loud enough. It drives nicely but, while you know that behind the wheel, you want others to know it too. Just because it's a girly car doesn't mean we don't like a bit more of a growl to our engines.The steering feels a bit light, with noticeable torque steer kicking in under hard acceleration. It can also give you a bit of a surprise when turning a corner as the wheel flings back if you don't have a strong enough grasp on it.The convertible comes with some good safety features, such as Electronic Stability Program standard on the turbo model, ABS and Electronic Brakeforce Distribution, four air bags and an active roll-over protection system.The electronic hard-top roof is very impressive when retracting, all done in 25 seconds.Boot space is adequate, until you want to show off the car's flexibility by removing the roof. This practically cuts boot space in half but you've got extra storage room on the two back seats.The 207 CC officially has two rear seats but even a five-year-old would struggle to fit in. An adult can forget it, our attempt showed it was virtually impossible to get both legs inside the car.Going topless also doesn't sacrifice the driving dynamics. Apart from the wind and the cooler look, there's little difference driving with or without roof. But the car takes on a new persona when dropping the roof and revealing the cabin.The long doors make it difficult in tight car parks but this is the case in most convertibles. If the price tag is still too high, the normal 1.6-litre engine is $5000 cheaper at $34,990. We have yet to test this powertrain but, after a week in the turbo model, there would be no need to beat yourself up for spending the extra cash. It's a justifiable investment.The 207 CC isn't perfect, but if you're after a young-looking, fun car with that bit of pizzazz and burst of fun, it's definitely worth feeling the breeze in this Peugeot. Snapshot Peugeot 207 CCPrice: $39,990Engine: 1.6-L/4-cyl turbo, 110kW, 240NmTransmission: 5-speed manualEconomy: 7.2L/100km 

Step into the BMW Z4 Roadster and you are immediately enveloped in a cabin of sporty exclusivity.Long bonnet, long wheelbase, short overhangs, the BMW Z4 Roadster has classic roadster proportions, but combines muscle with a style that's all its own.It all adds up to a roadster that's as thrilling to look at as it is to drive.The good thing about the Z4 is that it is not just a boy toy.From a girl's point of view, the BMW Z4 is just as much a head turner, if not more, when there is a woman behind the wheel.It is the kind of car you want to rev at the lights, because you can.It is the kind of car you want to pull up right in front of an exclusive restaurant and parallel park.It is the kind of car you wish was in your driveway every morning when you walked out.The standard sports seats feature sculpted side bolsters for optimum support in fast cornering.The centre console, sports steering wheel and instruments form a harmonious ensemble. And the variety of fascia trim options gives the interior even more individuality.With its fully automatic remote control roof, the BMW Z4 Roadster will open up on command.Just press the button and the roof folds in less than 10 seconds, leaving not even a tonneau cover to spoil the aesthetic appeal.With the roof up, the variable soft-top box means even more space for your luggage, while the scratchproof mineral glass ensures you get a clear view of the cars you've left behind.The six-cylinder Z4 Roadster models deliver efficient and powerful performance.The 195kW 3.0si accelerates from 0 to 100km/h in a mere 5.7 seconds, with the 2.5-litre version not far behind, reaching the 100km/h mark in 6.5 seconds.Even more impressive is the effortless smoothness with which these aluminium/magnesium engines deliver their power.Less weight means more agility. That's why the BMW Z4 uses lightweight components for its suspension.The aluminium front suspension and five-link rear suspension guarantee sporty handling.The roll bars, springs and dampers are ideally matched to the engine and transmission.And the wide track, long wheelbase, low centre of gravity and 50:50 weight distribution ensure perfect balance at all times.

With cars as distinctive as those from Alfa Romeo we were wondering what the designers would do next - where do you go and what do you do after doing such a terrific job of nailing it the first time? It turns out we needn't have worried because the new Alfa Spider is better looking than ever.The engineers have even managed to remove some of the body flex that is generated when you remove the roof from a car. The current model feels much tighter and more composed than the previous one, with more bite too. What a pity the same engineers couldn't have done a bit more work on the car's suspension.The new Spider is strictly speaking a Brera coupe without the roof. But it's more than that because few people realise the car was in fact styled by car designer Pininfarina instead of designer Giugiaro,  which did design the coupe. If you don't believe us check out the badges on the side of the car.As well as designing the fabric roof, Pininfarina also re-styled the rear of the car, to focus attention on the open top. The wheel arches are more pronounced and add hips that lend a Boxster-like flavour to the car. There's no missing the polished chrome roll bars either, which the first car lacked.Two versions of the Spider are available, 2.2 litre 136kW four cylinder unit and a 3.2 litre 191kW V6. The V6, which breaks the three-figure price barrier for the first time, is also equipped with all-wheel drive. Our test vehicle was the four cylinder Spider priced from $76,950.The thing we like best about Alfas is that they deliver as much pizzaz as a high priced Porsche. They also come from the same country that produces Ferraris and that Italian heritage is evident, with gauges angled towards the driver that retain their original labels - Olio, Acqua and Benzina (oil, water and fuel). It just wouldn't be the same in German or Japanese.The 2.2-litre JTS engine in our test car is good for 136kW of power at 6500rpm and 230Nm of torque at 4500rpm, making it not surprisingly a high-revving unit. It means you've got to push it hard to get the best out of the engine, but it remains pleasantly tractable in the mid range.The four cylinder engine in our test car was teamed with a six-speed manual transmission, just the way we like it.Drive is through the front wheels with premium 18-inch Pirelli 235/45 P Zeros fitted and a space saver spare. Despite the addition of stability and traction control, the front wheels still scrabble for traction under hard acceleration.While the driver receives plenty of feedback through the wheel, the car is also subject to bump-steer which detracts from the ride quality. We doubt whether Alfa does any local testing. While the ride is smooth and enjoyable on motorway standard surfaces, a quick trip down Sydney's Parramatta Road will have you fighting with the wheel.Other overseas marques are able to tune their cars for all conditions, why is it so hard for the Italians?Fuel consumption is rated at 9.4 litres/100km. The boot is surprisingly large, not so much long but deep. Safety equipment includes seven airbags as standard.