Convertible Reviews

There is always something special about a BMW M3. It has been an extreme excitement machine for every one of its 20 years, thanks to roots sunk deep into BMW's motorsport division. The M machine is fast, focussed and fun. But there is something extra special about the M3 in 2007, it's the V8 engine.Dropping the four-litre V8 into the nose of the very latest M3 has made it a marvel, not just thanks to a powerplant with 309kW and a redline set at 8400 revs, but also because the rest of the car has been lifted to the same level.It is a lion of a car, with the capacity to maraud and maul, to rip the heart out of its rivals, yet also purr like a giant kitty. The choice is entirely up to the driver. And that is the real marvel of the new M3. It is so strong and so sharp, yet also tame and regal and refined. It seems like a contradiction, even in a world where Porsche, Ferrari and even Audi do supercars without real vices, but BMW has done a brilliant job on a car that is still the pinnacle for the brand.You can see it in the aggressive bodywork and carbon fibre roof, feel it in the leather trim and the plastic mudguards, and hear it in an exhaust note, both restrained and threatening, coming from the M car's four signature pipes.But you really feel it when you drop the hammer and the M3 V8 erupts and the car pounces and bounds towards the horizon.The new M3 is not going to be cheap. BMW Australia says somewhere in the $160,000$165,000 range, which is a hefty $20,000 increase. It won't be easy to get one as sporty drivers rush to showrooms in the early months after deliveries begin in October.I also think BMW should have brought the car out with its new-age, seven-speed double-clutch gearbox; not just the six-speed manual, added some cupholders and re-worked the armrest on the console to make gear changes easier. Oh, and a lot of the driver-adjustable electronic systems are silly and unnecessary.They seem more like toys for the Xbox generation in a car with impressive basic engineering and wonderful in-house computer programming. Still, almost everything about the M3 is excellent, even measured against the already-classy 335i twin-turbo coupe and the rampaging M5 with its F1-inspired V10 engine.It's not a Porsche but it's not trying to be, and a Ferrari does not have the boot or back seat of the M3. Eventually, there will be an M3 convertible built into the company's latest folding-roof coupe, but the regular car is more than enough for now. It hits the road after the most intensive and costly development program in M3 history, which means 80 per cent of parts are new or improved.Much work has been devoted to weight reduction, even though it's 80kg heavier than the previous six-pack M3, and higher-tech electronics, noise reduction and more comfort and safety. There is a lot of stiffening around the suspension, the weight balance is an ideal 50:50, the iDrive system includes the latest 'favourite' buttons and an MDrive setting for the driver's sports preferences, and the body is hunkered down and muscled up with a look that says M.“We have a big commitment, an obligation,” says technical director of the BMW M division Gerhard Richter. “We know exactly what our customers want to have.”In the case of the M3, that meant a V8. So the engineers shaved two cylinders from the M5's V10, then went to work to liberate those 309kW and 400Nm of torque with a claimed fuel consumption of 12.4 litres per 100km.“The engine is the smaller brother of the V10,” Richter says. Measured against the outgoing six it has 17 per cent more power, is 15kg and 7 per cent lighter and uses 8 per cent less fuel.It is mated to the six-speed manual transmission and an M limited-slip differential feeding power to the rear wheels, while the car rolls on 18-inch alloys (19s are optional) with single-piston brake calipers gripping vented and cross-drilled discs, with sports-tuned fully independent suspension. The electronics in the car run from the usual anti-lock brakes and stability control to driver-adjustable servotronic steering and throttle response. There are front-side-head airbags, all the electric assists, classy air-con and leather wrapping you expected in a $150,000-plus luxury car.But the M3 is all about driving, right down to the hot laps with Richter on the classic Nurburgring course in Germany. It also comes down to the numbers. So the M3 V8 does the 0-100km/h sprint in 4.8 seconds, will slam through an 80-120 overtaking run in 4.9 seconds in fourth gear, and is only held back to 250 km/h by a corporate agreement and slick electronics. The first 10km in the new M3 are extraordinary.And it's not about the speed. Yes, there is speed and more than enough for any situation, up to and including a full-on racetrack attack.But it's the flexibility and refinement that makes the big impact. The new M3 will pull from just beyond idle in any gear, including sixth, is as quiet and comfy as any other 3-Series coupe, and makes no special demands on the driver.If you want to dribble along it will do the job. But if you prefer a wicked spin to 8400 revs it's just as happy. It tricked in traffic without complaint, when it was easy to appreciate the excellent air-con and the latest supportive M seats.They are not as contoured or as race-shaped as earlier buckets, yet are more comfortable and make for easier access to the back seat. The ride is firm but not sharp, the car is quiet but still announces its presence, and the controls are all firm with a direction connection to the road.And the V8? Incredibly flexible, with a strong surge of torque from 2000 revs, which grows to a roaring power burst that runs from 5500 revs all the way to the redline.And even the rev-limit is new age, with the bap-bap-bap interrupter of previous models replaced by a gradual shutdown, which is easier on the catalysts and kinder to the environment.The M3 mostly does what it is told, with the driver making the decisions on braking distances and cornering balance and exit speeds.It will really get up and go, but it is also swift and sensible with a turn-and-squirt approach to most bends, even at speeds that seem silly.It is a car you can thrash and push and hound, really having fun at the race track. And then you can drive it back to town.I found the electronic adjustments in the car were mostly meaningless with the best result on the basic settings for steering, throttle, stability control and suspension. Although play racers will probably go for heavy steering, sharp throttle and stiff suspension without realising the car works better the way the M engineers set it in the first place.The M3 has always been a car for its time. This time the beast has been tamed just enough to ensure it does not go extinct.

With a surname like mine, it's not surprising that it's the smaller things I take most notice of. The new Audi TT Roadster is definitely a compact little package despite being bigger than its predecessor.Its clean, crisp and purposeful lines are pleasing to the eye and give it bigger status on the road than first impressions suggest.The V6 version, $92,900 as tested, also exudes a bigger growl of an exhaust tune than you would expect from this punchy all-wheel-drive packet.The 3.2-litre-capacity engine delivers a healthy 184kW of power, coupled with Audi's S Tronic transmission, which has two clutches and pre-selects the next upward gear providing performance levels that are far from diminutive. The baby two-litre four-cylinder turbo version drives only the front wheels and delivers 147kW of power.So, just what were the little things about the TT that got my attention? The time it took to close the rag-top roof, the efficiency of the seat heaters, the retractable cabin wind blocker, the magnetic ride control and the retractable rear wing.Audi too, when developing the TT Roadster, certainly knew that little things count. A roof which closes in 12 seconds might seem like a little thing, not so in the fickle weather we've had in Adelaide of late.With few chances to enjoy some open-top driving last week, having the ability to confidently close the roof during a traffic light stop as rain approached became a big 'little' thing.The efficiency of the seat heaters was more a case of small things amusing small minds (yep, I'm a bit of a big kid at heart). A touch of the button on the passenger seat controls soon got the desired result, with my vertically challenged female passenger complaining she felt flushed, before asking “has this thing got seat heaters?”The retractable wind block directly behind the seats is a practical small thing, while the retractable rear wing, to aid stability at higher speeds makes a statement. Optional Magnetic Ride Control, which allows the suspension to be stiffened at the press of a button, provides more than a subtle change in the suspension and offers sportier characteristics when selected.The TT is equipped with class-leading technology. The newest generation of Audi Space Frame combines both aluminium and steel to achieve lighter weight (1295kg) and better weight distribution for better driving dynamics. Audi's S-tronic gearbox offers the performance of a manual transmission with the convenience of an automatic, and shifts faster than any driver could at 0.2 seconds per shift . However, paddle shifts behind the steering wheel provide the driver the opportunity to do it themselves if they so please. There's nothing small about the TT's long list of standard luxurious and sporty features. Standard equipment includes leather and Alcantara-covered sport seats, automatic climate control, electromechanical power steering, Audi Concert audio system with in-dash CD changer, 17in alloy wheels, keyless entry with alarm, cruise control and leather-wrapped flat-bottom sport steering wheel.In short, the Audi TT Roadster is full of little things to make it a whole lot of fun. 

Saab has changed more than 2000 things about the new model range to meet massive sales expectations. While the platform remains, the biggest news is the addition of all-wheel-drive.Given Saab's ability and penchant for loads of torque and front-wheel-drive. There are a number of models in the brand's history that could have warranted AWD; involuntary lane-change in a Viggen anyone? but it's here now.Destined for our shores early next year, the XWD Saab's designation for the latest-generation Haldex 4 system will hopefully lead the model range back to the forefront of buyers' minds.Australia's GM Premium Brands director Parveen Batish is aiming for continued sales improvements in 2007, he says the 9-3 will further improve the brand's performance next year."We did 1650 last year and this year we're tracking 16.5 per cent up on that. We're aiming for June 30 to be over 20 per cent up. It's been a great start,'' Mr Batish says."We've made lots of changes to the way we go to market. We've gone from giving allowances to dealers to customer offers instead. We're trying to be more customer-focused.''The brand's stated priorities are the new 9-5 and an SUV (which appears to be destined for a 9-4 badge), with a compact car built off the next-generation Astra platform all set to transform the sales tables.Mr Batish says the only way Saab can compete with the rest of the premium brands in Australia is with a car below the 9-3 and an SUV."The only way we'll really compete is going in both directions. It would be great to have those (the smaller car and SUV), we don't have them -- discussions are happening all the time and we're looking in those directions."The new 9-3 will help boost sales and you've got to make money to invest in products,'' he says.The new 9-3 range is expected on sale in Australia during November this year, with the flagship Aero XWD and the TTiD arriving in the first quarter of 2008.The base model still gets the 1.8l 110kW/167Nm powerplant, with the 129kW/265Nm or 155kW/300Nm models also on offer in the new 9-3.The Aero gets 188kW (up by 4kW) and 350Nm (or 206kW and 400Nm in the XWD model) and the existing 110kW/320Nm diesel is joined by the 132kW/400Nm two-stage turbo that's particle filter-equipped.Those tech-heads who've trawled through German spec sheets before will know the Haldex name from some Audi and Volkswagen product, but Saab is claiming all-new first use of the fourth system. Chief among the attributes is a pre-emptive set-up that lays claim to superior response to a lack of traction, with the in-car electronics and traction aids used to determine which wheel is best served with drive torque.The system also incorporates a rear electronic limited slip differential for added traction as well as a yaw control task, helping to stabilise the Aero XWD under heavy braking and cornering forces.The AWD system is for now an Aero-only feature, teamed with the 2.8-litre turbocharged V6 -- expect a price premium of several thousand dollars -- along the lines of its German competition's AWD price hike.Set to wear the Aero badge in its home market of Europe, the second newcomer to the Saab 9-3 range is a second turbodiesel model -- the TTiD two-stage turbodiesel.Still displacing 1.9 litres, the turbocharger has two turbines -- one small, one large -- which tag-team depending on engine revolutions to provide best-response for outputs.The new diesel offers 132kW and 400Nm, with sub-6.0 litre per 100km fuel consumption claims.The new model is easily picked as a Saab. The new snout, which adopts the old clamshell bonnet from Saab's history books, and the inherited face of the Aero X concept car offer ample DNA for identification.The new headlights with bi-xenon on the top-spec models gain a LED eyebrow, which works along the same lines as BMW's corona rings in supplying daytime running lights as well as a character trait for the new look.The bumper profiles on the Aero have been tweaked, the door handles have a more integrated look, the rear light lenses are now clear, the flanks of the SportCombi have lost the rubbing strip for a cleaner look, says Saab.The basic platform remains the same, albeit re-engineered particularly with a view to the rear-drive apparatus, with work being done to quieten the 9-3.A six-speed manual or automatic are the transmissions on offer, the latter gaining a Sport mode that offers more aggressive gear-changing habits.Pricing is still far from set but Saab Australia is aiming to get the new model's price tag close to the current range.With aims of 3000 units per year, the 9-3 will be critical to Saab's plans. A competent, capable and swift machine it is, but only time will tell if the brand can win back the not-so faithful.The DriveWith memories of the Viggen still strong, it was almost a relief to be settling in behind the wheel of an all-wheel-drive Saab.Not the somewhat-cynical 9-2X -- which the Saab hierarchy is adamant was a mistake and would not be repeated -- but the new 9-3 XWD.The Aero V6 turbo version, which offers 188kW and 350Nm, and its recent predecessors are far better controlled than the scintillating and scary Viggen.The prospect of all four wheels doing clever things electronically to get all that Swedish grunt to ground was plenty to anticipate, with the Swedish staffers putting on a handful of pre-production test cars for some driving on loose dirt, dry bitumen and a long, ultra-slippery skid pan drenched in water.Our chaperones were riding shotgun;  these were rare test cars after all, but there was no dire warnings of imminent doom for misbehaviour.Flinging the first car through the U-shaped dirt course certainly kept the minders alert, but the grip, poise and general ability of the all-wheel-drive system felt considerable.The electronic stability control's threshold felt a little less intrusive, allowing the driver to play a little with the tail on the dirt or wander across the skidpan in varying states of sideways but with decent levels of control.Repeated laps did little to diminish the first impression, with the turbo V6 getting plenty of grunt to ground and building speed quickly down the short back straight between the dirt and the skidpan, despite the presence of three chicanes.The other models were available for road drives and while the two-litre BioPower ethanol-slurping engine has plenty to offer, the new diesel is a big step forward for Saab.Although the Australian sales of the diesel SportCombi have been plentiful, according to the Australian arm of the company, the current powerplant has been accused of excessive noise.The new 9-3 has been fitted with more engine-bay insulation and the new turbodiesel is much quieter as a result, although you're still aware of its design at idle.The power delivery has been improved considerably, offering a broad spread of torque and power delivery in the upper rev ranges; most un-diesel like and more like a petrol engine than ever.In-gear acceleration is ample and the fuel use is frugal.Time in BioPower 2-litre turbo shows the engine has plenty of output to offer, as well as a thirstier demeanour.The engine note takes on a harder edge under full throttle but, aside from that, the powerplant behaves as the rest of the Saab engine range does; good torque and power, and not unpleasant engine note. 

Audi's RS4 is well documented as a fast, fun and lively executive express.But what happens when you slice the roof off, replace it with cloth and remove two doors?You end up with the RS4 Cabriolet. And 26 of them have been imported into Australia for lucky drivers who can afford to place an order for one.But how does it compare with what it was before the surgery.There are a few variants of the RS4.First there's the sedan — a serious performance car at the pointy end of the market. It goes like a rocket, handles fantastically and is subtle enough to the eye not to attract every radar you pass.Then there's the Avant (something most of us would instead call a station wagon). In many respects, the Avant is even better.It loses none of the handling and is the same as the sedan in nearly all respects — except you can pack your entire family and bucket loads of luggage within the confines of the wagon's generous load area.Then there's the two-door RS4 Cabriolet. It's basically a sedan minus two doors — and comes with an electronically retractable soft-top roof.But in removing the roof, Audi has also removed part of this special car's soul.Let's first look at the engine. No troubles there. It's the same 4.2-litre, direct injection V8 as the other RS4 models. It's one of the best-sounding, best-performing, highest-revving V8s available today. This beast would take on just about anything short of an exotic performance machine worth twice the money. And it sounds twice as good with the roof down.Matched to a wonderfully slick and smooth six-speed gearbox, this high-revving juggernaut propels driver and passenger from standstill to 100 clicks in under five seconds, pumping out 309kW at 7800 revs and 430Nm of torque at 5500 revs.In other words, it's fantastically fast. In fact, with few exceptions, it's about as fast a production car as money can buy.And the faster you push it, the faster it wants to go. The 0-100 speeds are terrific. But get the engine revving over around 5000 and it's a bullet.But apart from perhaps getting more attention from fellow drivers, it's hard to see the value for an extra $20k or so over the Avant.In many respects, it's less car for more money.While it's beautifully appointed, with first-class leather seats and enough gadgets to please any tech-obsessed teenager, the removal of the roof takes away a lot of space and makes the car less stable. And it pretty much loses its back seats.Despite the seats being adjustable, heated and wrapped in the same gorgeous leather as the front, there's simply no room for anybody larger than a small child.Rather than a reasonably spacious four-seater sedan, the Cabrio is essentially a practical 2+2.Then there's the boot which, while is reasonable in size, is immediately eaten up by the roof when it is folded back.This is another reason to consider whether or not the additional money — and we're talking the price of a small car here — is justified.But more disappointing is the impact the lack of roof has when you hit the road. Like many soft-tops, which were originally designed to have traditional tin roofs, the RS4 chassis has more flex than its hard-top brother.This makes handling less responsive and inspires less confidence when you want to hit the steering wheel-mounted sport button and throw the thing around a little.The lack of any tin above the seats also leads to rattling and squeaking in the dash below the windscreen.This was immediately evident in our test car, which had been driven less than 10,000km when we picked it up.To be fair, this car had been driven all of its life by drivers who don't own it, so it may be treated a bit more carefully by those who actually fork out the money for their own.As far as soft-tops go, however, the cloth roof on the RS4 is excellent. It goes up and down at the push of a button (even while you're moving, albeit at less than 30km/h), soundproofs the car well and has a high-quality feel to it.And, even though there's the odd rattle and shake, the quattro system makes it stick to the road like it's been glued.A highlight is the electronic stability controls, one of the least intrusive systems we've experienced.But even when it does manage to slip somewhat, you would hardly know the electronic nanny had stepped in, if not for the light on the dash.And, as any real performance car should be, it's nice to see Audi has stuck to its guns by only offering the RS4 range in a manual — in this case a six-speed job with some excellent ratios to make the most out of the monster engine.In the end, the RS4 in any variant is a stunning car.But without a roof, and despite the additional $20,000 or so on the cost, the cabriolet is simply an inferior drive to the sedan or Avant.Now, if only there was a road somewhere in this country where we could actually test even a small part of the RS4's potential...

The Sebring Cabrio has unquestionable space advantages over its open-roof motoring competitors, all packaged in the distinctly American style Chrysler is known for.However, while the Cabrio's performance at the Portland, Oregon launch was sufficient, it was never exceptional.The Cabrio will be offered in Australia from August in both hard top and soft top.The pitch will be that it is an affordable and fun all-year-round offering for the single-car family and that's where the class-leading space comes into play.Unlike many four-seat convertibles, the Sebring has rear seats made with comfort in mind. There's 850mm of space for your legs. Entry to the rear seats is also easier than in most convertibles, with the front seat belts attached to the seat and out of the way of the entering passengers.All-important boot space is at 200 litres with the top down (350 litres when the roof is up), courtesy of the Cabrio being 80mm longer than its sedan sibling. From the front, the Cabrio shares many traits with the sedan, including Chrysler's signature grille and a uniquely sculptured hood. Large quad headlamps wrap around the side of the vehicle, where the all-new Sebring Cabrio's profile takes on a shape all of its own.It is a profile defined by a long hood, a long roofline and a high chrome beltline. Sculpted character lines run across the body, below the door handles and across the lower body side to give the Cabrio an athletic stance.It has grown against the previous model - wheelbase is 73mm longer, it's 86mm taller and 53mm wider.The automatically latching cloth top and retractable hard top can be lowered with the key fob - the rag top dropping in 27 seconds and the hard top down in 30 seconds. Cabrio certainly looks after its occupants once they are seated.The spacious interior features a clean and practical design with plenty of storage bins, including a heated/cooled cup holder and 'MyGIG', an optional 20-gigabyte hard-drive infotainment system capable of storing 1,600 songs and photos, controlled from a touchscreen or voice-operated navigation system.Australia will get the 2.7-litre V6 petrol version producing 138kW of power and 256Nm torque with a six-speed auto transmission. The six-speed auto is exclusive to markets outside America.Chrysler Group Australia is pushing to have the vehicles available in soft top and hard top, with leather-trimmed interior in both. Pricing is still being discussed but the aim is to bring the Sebring Cabrio to Australia at about $50,000 for the lowest spec and up to $60,000 for the higher-end models.While it has not been confirmed, it is unlikely that the two-litre turbodiesel Sebring Cabrio will be offered in Australia.On the road, the Cabrio is not going to set the world on fire. It has sufficient power to be that family cruiser, and the front-wheel-drive vehicle steers adequately.Despite the transmission hunting around a little for gears during ascents on the launch drive, the powerplant and transmission are reasonably well suited for the task. But more questionable were Chrysler's claims that the Cabrio is 2.5 times stiffer in torsional rigidity and 1.5 times stiffer in bending rigidity than the old model; with rattles, steering shudder and body flex the moment there was any hint of roughness in the road.

Audi makes some wonderful large luxury vehicles.It makes some even better large luxury performance cars.Sadly absent from the Australian line-up since 2003, the S3 is back and it is, as Michael Jackson might say, b-a-d, bad. But that's a good bad, if you get my drift.The S3 is on sale now from $65,500 with standard 18-inch wheels, quattro all-wheel drive, xenon headlights, sports suspension, sports seats and six airbags — front, side and curtain. That is slightly less than the exit price of the previous model.You can increase that base price considerably with a range of options, including the full bucket seats at $6700 (and for that you lose the side airbags, reducing the count to four).There is also the flat-bottomed steering wheel at $700, satellite navigation at $5300, two-tone leather for the basic seats ($400) and a sunroof ($1850).“The S3 is not a car for everybody, it is one for the driving enthusiast,” Audi Australia managing director Joerg Hofmann says.“It is a sports car for everyday driving and we expect to sell around 100 a year.”There is nothing particularly mystical about the S3. It is a series of sensible, performance enhancements on VW's proven Golf GTi package that mesh together to provide a seriously fun whole.The underpinnings of the car are the “standard” McPherson front end with a multi-link rear, a good splash of aluminium components to reduce unsprung weight, a 25mm lower ride height than the standard A3 and the firmer settings of the S-Sports suspension package.Motivation is from the VW/Audi family's brilliant 2.0-litre direct injection turbo, which has been beefed with optimised injectors and an increase in turbo pressure of 0.3 bar up to 1.2 bar to give the little four V6 power of 188kW at 6000rpm and a cracking 330Nm of torque from 2500rpm through to 5000rpm. That may be 7kW and 20Nm down on the European tune for the engine, necessary according to Audi Australia because of durability issues in Australia's hot climate and 95 RON fuel, but it hardly diminishes the performance of the S3.Keeping it all together and getting the drive to the road in a manner that allows a 5.9 second sprint from standstill to 100km/h and a limited top speed of 250km/h is Audi's quattro all-wheel drive.The system utilises the electro-hydraulic Haldex clutch, modified for the S3, to distribute optimised drive through all corners.The six-speed manual is a precise box with shortened throws and well-sorted ratios.Ride quality is not plush but that is not what you would expect from this package. What the car does do is cling to corners like an obsessive octopus. The grip is something to behold and the envelope for forgiveness extreme.That mechanical grip coupled to the array of electronic minders — stability and traction control, electronic limited slip differential, anti-lock brakes and brake assist — makes the S3 both exciting and secure.Unlike many similar “hot” versions of mainstream cars the S3 does not announce its presence with wings, airdams and screaming badges. Some discreet badges, the purposeful stance and twin pipes are the limit of the car's boastingLaunching at the same time as the S3 is another of Audi's niche products, the Roadster version of the TT, which will arrive at $77,500 for the 2.0-litre turbo and $92,900 for the 3.2-Litre V6.Not as focused as the S3, the ragtop TT is nonetheless a creature of some ability and considerably more overt presence.One of the more sensible results of adding a folding roof to the TT is the absence of the two rear seats from the coupe.Utilising the Audi spaceframe construction, the TT Roadster is a nicely balanced package with extensive use of aluminium to keep weight down. Audi says 58 per cent of the TT is aluminium with a bias to the front, while the heavier steel components are used in the rear of the car.The result is a chassis 120 per cent torsionally stiffer than the previous model and 45 per cent lighter than an all-steel construction.As much as it is a car for being seen in, the TT Roadster can hold its own in most equivalent company putting the 0-100km/h sprint behind in 6.5 seconds in the 2.0-litre FSi and an impressive 5.9 seconds with the V6 fired up.All of that is with an automatic box because there is no manual option available. Not that there is anything wrong with the six-speed S-Tronic (read double clutch DSG) box.The test car benefited from the addition of the optional ($3000) active magnetic ride dampers.In essence the dampers are filled with a fluid which contains particles sensitive to electric charge.When the central control unit deems it necessary, taking input from a battery of sensors around the car, a charge is passed through the fluid, changing its viscosity almost instantly, stiffening the rebound and providing the car with a totally new character. SNAPSHOTAUDI S3Price: $65,500Engine: 2.0L 4-cyl turbo FSI, 188kW, 330NmTransmission: 6-speed manual, quattro all-wheel drivePerformance: 0-100km/h in 5.9 seconds, 250km/h top speed limited AUDI TT ROADSTERPrice: $77,500 (2.0); $92,900 (V6)Engine: 2L 4-cyl turbo FSI, 147kW, 280Nm; 3.2L direct-injection; V6 petrol, 184kW, 320NmTransmission: 6-speed manual with auto mode; front-wheeldrive (2.0), quattro AWD (V6)Performance: 0-100km/h 6.5 seconds (2.0), 5.9 seconds (V6); 237km/h top speed (2.0), 250km/h limited (V6)

In a logical world the Porsche Boxster would have superseded the Porsche 911 about 10 years ago.

Style over substance. It's a common phrase associated with Alfa Romeo's charges, and one that has likely hobbled the marque in its quest to make significant inroads in Australia.But it's too general a comment in the mind of this motoring journalist, and not just because the sharp lines, aggressively slick grilles and headlamp configurations on the Alfa range have oodles of appeal.Some time spent in both the petrol and diesel (JTD) 147 hatches (albeit quite a while ago) filled me with enthusiasm and praise for the marque — even after I'd spent a week feeling regal, but wallowy, in a 159.And a number of straps in a GT proved fun, but it fell shy of the performance I was hoping for from a coupe touted as offering “searing performance”. I'm yet to spend time in the awesome-looking Brera. However, I'm informed I may be disappointed with the performance of that stunner.So far this year Alfa Romeo has sold 600 vehicles, compared with 474 in the same period the previous year. This year's sales include 147 147s (we're serious), 343 of the 159s and two dozen of the good-looking Spider.I spent a week trying to establish if Alfa really is all show and no go. The new Alfa Romeo Spider JTS is the car to test that theory, because it's simply stunning to the eye.But my initial reaction to questions about this drop-top was regularly: looks good, but not much stick.The Spider was definitely driving its way into the all-show-and-no-go category. Granted, the test car was the 2.2-litre in-line four-cylinder JTS version producing 136kW of power and 230Nm of torque, not the 3.2-litre V6 with 191kW and 322Nm, which obviously would have had much more pep.Sulking that I'd not been put behind the wheel of the Spider with more bite, I lapped up the fact that my ride for the week featured true luxury with its clever power-folding roof and exquisite interior.The interior is clean and concise, and very functional without being techno overload.At just 4393mm in length but weighing 1470kg, the front-drive Spider (the V6 version is all-wheel-drive) handled well without being exceptional, and the inclusion of next-generation traction, braking and stability control offers peace of mind.Driven with a bit more endeavour, the in-line four-cylinder picks up points in the performance stakes. However, it's not the nimble little sports car its style suggests it should be. Fast factsAlfa Romeo JTS SpiderOn sale: NowPrice: $69,990Engine: 2.2-litre four-cylinder, 136kW@6500rpm, 230Nm@4500rpmTransmission: Six-speed manual, front-wheel drivePerformance: 0-100km/h in 8.8 seconds; top speed 217km/hFuel: 9.4litres/100km combined (claimed), 13litres/100km on test; 70-litre tank

They have not driven the latest and greatest from Rolls-Royce, and most haven't even seen the real thing, but they just know they have to have a Drophead Coupe. Even if it costs them a whacking $1.2 million.The Australian list price for the new ultra-luxury four-seat convertible is $1.19 million — before you go tripping into the sort of special toys and finishing touches that most Rolls-Royce owners will want for their new car.What does that buy you?Apart from the badge and the winged lady mascot on top of the best-known grille on the road, it buys one of the most outrageously rewarding cars in the world in 2007.The Drophead Coupe is a glorious way to go open-air cruising and would be the best way to make a jaw-dropping arrival at any five-star hotel or invitation-only event anywhere in Australia, even if the other invitees made their entrances in a Ferrari or a Lamborghini, or even a Bentley.It will also power to 100km/h in 5.7 seconds and has a top speed of 240km/h — as if those numbers really matter.“There has always been a pinnacle of the motor industry, and we have responded by positioning this car back at that pinnacle,” says Rolls-Royce Motor Cars chairman Ian Robertson. “I am sure there are many sceptics who said, `Rolls-Royce, made by BMW, we'll see', and now they can see.”Typical buyers are likely to have around $15million in play money, five to eight cars in the garage and could be aged anywhere from 17 to their 70s. Robertson mentions the two Saudi princes who recently bought Phantoms for their 17th birthdays, as well as high-profile Australian Phantom owners John Laws and Lindsay Fox.He also has numbers on the number of dot.com millionaires, Chinese entrepreneurs, Australian resource barons and even the 1000-plus money-market successes who received bonuses of more than $2.5 million in London last year. Robertson says about half of Drophead Coupe owners will be new to the Rolls-Royce brand, a big breakthrough for a company that is going through some of the most dramatic growth in its history.It built 805 cars last year, has a rash of new models in the works and is expecting to deliver more than $100 million worth of convertibles this year.“We're planning to do 100 to 120 (more) cars this year,” Robertson says. “Our total production this year will be an increase, although 900 might be stretching it a bit. So somewhere around 850 or a little above.”It is almost impossible to put the Drophead Coupe into any sort of realistic perspective, but it is a wonderful car that lives up to the Rolls-Royce tradition and also pushes the envelope. It all starts with an aluminium spaceframe chassis, which makes the Rolls-Royce convertible as rigid as anything in the world without a roof.The features climb through air-suspension and a 6.7-litre V12 engine and six-speed automatic, to the finishing touches of brushed steel, nautical teak, wood veneer, sumptuous leather and even a five-layer convertible top trimmed with cashmere.And there is lots of high-tech stuff, including electronic stability control, anti-skid brakes, a one-touch top that opens or closes in 25 seconds and the Rolls-Royce version of BMW's finicky iDrive.But buyers are more likely to be won by the analogue clock, the electric buttons to close the suicide doors (“We prefer to call them coach doors,” says Robertson), the custom-made umbrellas, a “picnic table” boot, which will hold 170kg, and 20-inch alloy wheels with centre caps which never turn, so as to keep the Rolls-Royce logo upright and central at all times.The Drophead is not the most beautiful car on the road, but it has a brutal elegance. The side-on view is more like a luxury motor boat and, for the first time in the company's history — the grille is tilted back slightly, for smoother airflow and pedestrian safety. But Rolls-Royce insists the Drophead Coupe is a still a car to be driven and enjoyed.On the road there is no denying it is a brilliant car, despite a nose which would look right at home on the front of a new Kenworth truck and the difficulty of parking with the top up.Rolls-Royce ran the global press preview in Tuscany, in gorgeous country with surprisingly challenging roads, which reflected the quality of the basic engineering and the incredible attention to detail you have to expect in a car with such a price tag.The Drophead is no sports car, yet it can be punted along surprisingly briskly and never turns unruly or ugly. The best way to drive is to conduct the car using a couple of fingers on the narrow-spoked wheel, easing it through turns and occasionally uncorking the 338kW for some fun on the straights. It is a giant — 5.6m long and 2620kg — but it can be nimble and has ideal suspension design and control for the worst road conditions.The Drophead is also quiet with the top down at 160km/h, has boot space for three sets of golf clubs and can easily hold four adults in exceptional comfort.Two things won me over. The first was a 10km run down a nasty gravel road, which would have made an ideal stage in the World Rally Championships. The second was a quick run in a BMW 760i.The dirt burst proved that the Drophead coupe is rock-solid, composed, dust-proof and relaxing on a road that would have had a Commodore or Falcon sliding, bumping and bucking. And the airconditioning and satnav was great. The BMW? It felt cramped, cheap and unrefined after the Rolls-Royce, yet it is still one of the world's very best cars.So the Drophead, despite the price, 18.8 litres per 100km consumption, outrageous styling and the sort of people who drive Rolls-Royces, is a great car at a time when the cars of the world have never been better. Fast factsRolls-Royce Phantom Drophead CoupePrice: $1.19 millionOn sale: nowBody: two-door convertible, four seatsEngine: 6.7-litre V12, 338kW@5350rpm, 720Nm@3500rpmTransmission: six-speed automatic, rear-wheel-driveWeight: 2620kgPerformance: 0-100km/h, 5.9sec; top speed, 240km/hFuel: 18.8L/100km (as tested) 

The Swedish company more or less just cut the roof off the C70 coupe and the top-down cruiser wobbled and shook when confronted by small ripples in any road.A chassis engineer who worked on the car admitted to CARSguide that the team did the best with what they were given, but the body simply wasn't anywhere near stiff enough.So, looking back, the best things about the first C70 convertible were the way it looked, at least for a Volvo, and the first Dolby surround-sound system to be fitted in a car.Now we have the all-new C70 convertible, which replaces the coupe as well thanks to its folding metal hardtop.It is one of the new generation of coupe-convertible cars, which come in most classes from the forthcoming Nissan Micra to the Holden Astra and Volkswagen Eos to the BMW 3-Series convertible.Volvo developed the car in-house, building it off the same base as the S40 sedan-V50 wagon twins and the new C30 compact coupe.And it spent a lot more time, effort and money to make sure the new C70's body is twice as stiff as the last. As a consequence, the C70 carries about 100kg of extra bracing to reinforce the body so it feels tight even when the roof is folded into the boot.The two models in the new C70 range are the base LE, which costs $69,950, and the sportier turbo T5 model, $79,950.Neither car is cheap, but they seem a bargain compared with the original model, which cost $95,000 to $105,000 when it arrived in 1999. Volvo has also put a non-turbo motor in the LE entry-level car to help the priceline.The LE runs a 2.4-litre in-line five-cylinder petrol engine, mounted transversely (from right to left across the engine bay), which generates 125kW and 230Nm of torque.When you take into account the C70's kerb weight of 1646kg and compare that with the power and torque figures, it doesn't take a Formula One engineer to work out that the LE is more of a cruiser than a sportscar.The C70 T5 is a different animal. It runs a 2.5-litre in-line five with a big turbocharger. This engine, which is also used in Ford's red-hot Focus XR5 and Volvo's own C30 T5 hero car, pumps out 162kW and 320Nm.The LE and T5 come with a standard five-speed automatic transmission that drives the front wheels. The C70 LE comes standard with anti-skid brakes, traction control, front and side airbags for the driver and front passenger as well as door-mounted curtain airbags. Yet, strangely, the LE misses out on electronic stability control, which you would expect to be fitted to all Volvos.Volvo has done its best to prevent a rollover by widening the car's track, the distance between the wheels across the axle, by 29mm to 39mm to make for a more stable vehicle.But if the C70 does happen to tip, steel roll bars that sit behind the rear seats shoot up to protect the occupants. They will do their job regardless of whether the top is up or down, and are fitted with spikes in case they need to punch through the rear glass window.Standard features for the LE include leather seats, climate control airconditioning, trip computer, cruise control, premium sound system and 17-inch alloy wheels.The T5 adds a 12-speaker Dolby surround-sound system, bi-xenon headlights, rain sensing wipers and 18-inch alloy wheels.On the RoadThe new C70 still has a great sound system but, unlike the model it replaces, it is also a pretty good car.Drop the roof and you will immediately notice the improvements in body stiffness. With its new buff body, the C70 rides and corners better, too, with almost none of the wobbling of the previous model.It is still not perfect and you can still feel some slight shakes with the roof down on bumpy roads, but it is no worse than most convertibles. Unfortunately, when the roof is up the serenity of the cabin is disturbed by constant creaking noises when travelling along uneven road or easing into driveways and car parks. It sounds as if the noise comes from the roof joints and can spoil a good drive.Volvo has set the C70 LE's suspension for cruising rather than agility. So it is on the softer side, but can be agitated by ruts and other sharper road imperfections.The C70 does seem to follow the road, in that its steering is affected by road conditions, and you have to make an extra effort to make sure the car is heading in the right direction.Listening to the sound system is a real treat, even in the LE model that misses out on the Dolby system. With a subwoofer mounted on the dashboard, this sound system invites you to put down the roof and turn up the volume up.