Convertible Reviews

A high entry price, lack of a manual option and styling that caused it to blend with the baby-car crowd didn't help.Relief came last year with a manual version, which dropped the base price to $15,990, and a Ralliart edition that added spice.Mitsubishi has added two drop-top models to the Colt club and it has kept a lid on the cost. The base Colt Cabriolet, at $32,990, is one of the most affordable top-down cruisers along with the soon-to-be replaced Peugeot 207cc ($32,990).A turbo-charged version gets a performance and equipment boost and costs $37,990.Like its rivals, the Colt convertible has a folding metal hard-top.Mitsubishi turned to Italian design house Pininfarina to help create the multicultural Colt Cabriolet.Basics of the original Colt were designed between Mitsubishi of Japan and German/American giant DaimlerChrysler, panels come from the Netherlands, the engine is from Germany and Japan, and it is put together and finished by Pininfarina.Technically, the Cabriolet is a four-seater, but Mitsubishi describes it as a 2'2; that means the rear seats are small and unlikely to suit adults.The folding roof is easy to use. Fold back two roof clips above either side of the top of the windscreen and press a button on the driver's door armrest and it will fold into the boot.The boot space is reasonable with the roof up, but is cut dramatically when the roof is down.Mitsubishi was unable to fit in a spare wheel or even a space-saver, so the car has a pump-up repair kit.The base model convertible has the same 1.5-litre four-cylinder engine as the Colt hatch, but adds 3kW and 4Nm. That means it has a total of 80kW and 145Nm.The force-fed engine in the Cabriolet Turbo bumps that to 110kW and 210Nm, which means it gets along OK, but is certainly not a sports car. Both are available only with a five-speed manual transmission. There is no automatic option.Safety gear for the base model includes anti-skid brakes and driver and passenger front and side airbags.The cheaper Colt Cabriolet misses out on electronic stability control, which is standard in the Turbo.The convertible Colt has stronger A-pillars and windshield bracing, and other structural reinforcements, which Mitsubishi says negates the need for roll hoops at the rear.Both Colt Cabriolets have 16-inch alloy wheels. The Turbo model has heftier brakes. ON THE ROADTHE Colt Cabriolet is an affordable summer fun car, but is not perfect.No one can argue about the price — $32,990 for a convertible with a folding top is great value.It doesn't have a heap of power, but the 1.5-litre engine is fine if you push it along.The manual gearbox is not the sharpest I have used, but it works well enough. It could do with an extra gear for cruising though because the Colt buzzes along at close to 3000 revs on the highway, annoying on a long trip.And the lack of an automatic could be a problem. Car companies say small convertibles are mainly bought by young women, many of whom prefer an automatic.The Colt is cheap to run and has fuel-consumption figures of 7.1l — that means more money for sunscreen. The folding metal roof is impressive engineering and easy to use.Generally, folding hard-tops are better that soft-tops, which are cheaper to produce, lighter and take less room, but also create wind noise in the cabin and can look tatty.I enjoyed a country drive in the Colt Cabriolet, which is nimble and handles well with the roof up. It is no supercar, and the electric-assisted steering gives little idea of where the car is sitting, but it was fun to push along and quite comfortable.Then I folded the roof into the boot and the car became loose and wobbly, just as the bad convertibles of old. Bumps that didn't bother the car when the roof was up sent a shudder through its body. On smooth roads it is OK, but even around town, potholes and tram tracks made the top-down Colt shake.Potential customers should drop the roof when they test drive the car.The Colt's styling is plain, especially when compared with the Holden Tigra, which has a unique, sporty look. The Colt has a tall boot to accommodate the roof, similar to other small hardtop convertibles, which can look strange.The interior is nice. The test car had orange seats and the dashboard and dials had a quality feel. Functional trays and cupholders are welcome. The rear seats are for children only.Boot space is excellent with the roof up, but is virtually non-existent when the roof is down. THE BOTTOM LINEGOOD-VALUE summer fun, but comes with compromises. A wobbly body when the roof is down spoils a good drive.64/100

No, the main reason is the loud, growl of the engine, right in your ears. And for those who like a good tune, it sure is sweet.The Boxster is mid-engined, which means the motor sits directly behind the driver. This has two positives: the noise of the roaring engine, as already established, and it frees up the front of the car for more storage.One thing you'll notice is the surprised look on people's faces as you lift up the bonnet to extract your grocery bags, instead of showing off that pretty Porsche engine.And no need to worry when it comes to the big shopping: there's still extra space in the usual boot in the back.The Boxster got its name from its "boxer" engine and body style, a roadster. The 2.7-litre engine is named after the action of the pistons in its six horizontally opposed cylinders, said to resemble the movements of a boxer.And although it may be Porsche's base model, it's still an impressive and exciting drive.At $108,800, the Boxster is the cheapest Porsche available, although the model we tested had options that brought the total to $123,820.Metallic paint, 18-inch alloy wheels, sports seats, a park-assist system, a wind deflector and a high-end Bose sound system were rather expensive additions on our drive.Sitting very low, the Boxster is dynamic on the straights and agile around corners. The 2007 model has slightly more power, now delivering 180kW at 6500rpm and 273Nm between 4600 and 6000rpm.It comes standard with a five-speed manual transmission, which is a bit disappointing for a car in this class. A six-speeder, plus a suspension kit, is another expensive option.Despite the lack of that extra gear, there are no complaints about the five-speed. Once you get the Boxster rolling, it offers plenty of flexibility and extracts sharp performance from the smooth, potent engine.Highway cruising (with the top down, of course), listening to the engine's music, is the best way to drive the Boxster — although city cruising will attract much more attention.Hit 4000rpm and you really feel some urge, although it's sometimes hard to keep a track on the speed limit.The speedometer is calibrated in 50km/h blocks, with only tiny dashes to signify the in-between speeds. So it's hard to tell if you're doing 60 or 80km/h — and you really should be able to tell the difference.Especially in a Boxster. Let the thing rev, and it's easy to get distracted.And because that probably won't be much of a defence when the boys in blue pull you over, Porsche has thought of a solution: a digital display.Demonstrating its athletic abilities, the Boxster sprints to 100km/h in 6.1 seconds. Even acceleration from as low as 2000rpm in fifth gear is quick and sharp — a slight breath in, and the power is drawn out.She's quick off the mark, if the right person is behind the wheel, of course.The power-assisted rack-and-pinion steering provides smooth turning and exceptional handling.Even though it's the base model, you'd expect a little more equipment from a car costing $100,000-plus.The seats are still manually operated; there are no electric buttons like on other expensive cars. The basic Boxster also lacks steering-wheel controls.That extra storage space also comes at the expense of a spare tyre. Instead, you get a repair kit. As long as you steer clear of nails or other objects on the road, you won't have a problem.On the upside, the new model is the first roadster to feature head airbags. It also has Porsche Stability Management, plus thorax and front airbags.An electrically operated soft top that retracts in just 12 seconds makes going topless quick and easy. Around town, you don't even have to slow down much — you can travel at 50km/h while removing the roof.With its scooping lines, oval headlights and those fish-like side gills, the Boxster has an aggressive, yet classy, stance. The front bonnet scoops up like flared nostrils, and the firm lines follow the car around to the rear.The only dilemma with the Boxster's low stance is getting in and out. Needless to say, older passengers did it with a moan, while younger ones tried to stylishly slip in. Unfortunately, there wasn't much success on that front.Although driving this Porsche brought an abundance of joy, it seemed a bit unfair. Just one week, with a Boxster, just before Christmas. So much fun in such little time.I guess Santa didn't get my letter; but, fingers crossed, there's a birthday just around the corner ...

The TT also drew deeply from Audi's history, particularly on the styling front, and set a bold direction for the company, which is about to lead on to the R8 mid-engine supercar.Now the TT has been renewed and Audi has taken the same basic recipe but added new ingredients to develop a model claimed to be better in every area.The body is slightly bigger than the 1998 original but comes in lighter thanks to 140kg of aluminium, the cabin is roomier, there is more sophisticated rear suspension, more technology and more safety.Detail changes include a speed-activated rear spoiler and a sports steering wheel with the same squared-off bottom edge first seen in Audi's brilliant RS4.The numbers say it is 137mm longer and 78mm wider than its predecessor, but only 6mm taller, with power up from 147kW to 184kW and torque from 280 to 320Nm.The basic 2.0-litre turbo can sprint to 100km/h in less than seven seconds.The shape still shouts TT, but the detailing is a little more angular, the wheels are bigger and the roof is set back further over a body which is still pumped out to the corners.The effect is slightly more muscular and the TT will sit comfortably in a line-up with a growing sports emphasis through the S and RS models.Audi Australia expects the new TT to beat the benchmark set by the original with three models — at least at first, with the TT cabrio coming later this year — priced from $68,900.The TT line-up starts with the 2.0-litre front-wheel-drive turbo manual, moves up to the 2.0-litre automatic (above) at $72,500, and tops out with the 3.2-litre V6 Quattro auto at $88,900.These are value prices in a class where the Audi coupe goes up against the smooth, new BMW 3-Series two-door and the Benz SLK, as well as a range of other hero cars including the Nissan 350Z and Mazda's RX8.The Audi contender comes with the strength of its styling and a sports car package, but is let down — in Australia — by a boot not as roomy as it looks and no spare tyre.Still, it will be a winner and Audi Australia is reporting a full order book and asking for extra cars beyond its 2007 allocation of 400 TTs.The company's managing director, Joerg Hofmann, says the car will help give the German brand another showroom record Down Under."The new Audi TT is a clear leader in terms of its design and its sporty performance. It will be a very important model for Australia and we expect the arrival of the new TT to boost both our sales and our image in this country," he says.Deliveries have already begun and Audi is expected to reveal the next step in its TT plan at the Melbourne Motor Show in March, with a preview of the new Cabriolet. ON THE ROADTHE new TT could still only be a TT. It has the same head-turner looks of the original, the same individualistic cabin and the same performance.We spent our test time in the basic car with the 2.0-litre turbo motor, and believe it will be the pick of the litter.It might not have the hit of the V6 or its Quattro all-wheel-drive, but it is a nice drive and delivers on its promises.It is a sporty coupe that can answer your calls, but is not taking itself too seriously.That sounds a little condescending, but it's important to put the TT into context.It is not as hard-edged as a Nissan 350Z or as quick as the new BMW 335i coupe, but it will have more than enough go and grip for most people who have the car on their shopping list.It is a car that is enjoyable all the time, gives you a smile, and has plenty of luxury and equipment for the price.We like the turbo motor in the TT because it has a stunning drive all the time, yet still has a remarkable top end.It is easy to keep cooking, even from idle, with excellent overtaking power and the ability to flow along twisty roads with a solid surge between corners that does not turn the car into a bucking nasty.On the suspension front, the new TT feels a lot more composed than the original.You can feel the extra numbers in the footprint in the way it copes with bumps, stays composed through corners and bites during braking.Not once did we feel the TT was trying to get away from us. The original often bounced or kicked through the steering, or just felt it was closing on the ability of its suspension to cope with the car's power and position.The new car's fully independent rear suspension obviously makes a difference, but the TT also shows the general progress that Audi has made in the front suspension of all its recent models.We have driven a lot of second-generation prestige cars over the past 18 months and, almost without exception, they feel more mature and refined.That includes everything from the new Benz CLK to the latest BMW 3-Series.It also applies with the TT, which is the same but different. More composed, more fluid and more relaxed.We liked everything from the response of the turbo engine to the smooth shift in the six-speed manual and the ability to put a couple of (small) people in the back seat.But the car is still horrendous to park, there is lousy three-quarter vision, and the boot is not nearly as roomy as you expect from the increased length.And we have to register a complaint about the absence of a spare.There is no doubt the new TT is a very, very good car and it is one we could easily choose and recommend.It is not a sharp-edged sports car, but it drives very nicely and there is something special about driving a coupe that has the ability to attract so much interest. THE BOTTOM LINE82/100A GOOD car is even better — it even looks better and sharper than the original.

It is also the world's favourite, after building a showroom total — more than 770,000 and running — that takes it well past any other sports car in any era of motoring.But there is always room to improve . . . which is why we now see a Roadster Coupe with an electric clamshell roof.Mazda is not the first to go to a powered coupe roof, but it has taken a very different approach by putting the new top on the existing MX-5.It deliberately decided not to meddle with the winning ingredients, despite aiming to spread the appeal of the MX-5 and give something new to people who might already have owned a car or two.Mazda says there is almost no difference between the convertible and the coupe, listing everything from its unchanged boot space to a roof that is only 10mm higher.And the roof is easily the quickest in the business, with a 12-second operation time.The basic body is unchanged, but the car's rear guards are a little more contoured, the rear end sits a little higher and there is an air guide to reduce top-down turbulence.Best of all, Mazda says the powered top and other changes add only 37kg to the MX-5's weight. And that is a huge move for people who want a real sports car.The roof, made from a fibre-plastic composite, weighs only 18kg more than the manual soft top.It has two pieces and the rear window is noticeably larger than the one in the soft-top.The Roadster Coupe also brings a few other changes, with the arrival of electronic stability control and traction control as part of a rollout across the whole Mazda family. It also has twin-chamber side airbags.There is a price rise, of course, to $47,660, but Mazda Australia says this is only an increase of $2930 over an MX-5 with the leather trim and Bose sound system that are standard on the Roadster Coupe.There is also expected to be a change in the people who buy the car, with more customers looking for practicality, security and safety."We view this car as an expansion on the current MX-5 and forecast a changing demographic who will purchase the MX-5 Roadster Coupe, for reasons different to a soft-top MX-5 driver," managing director Doug Dickson says."Of course, we will continue to offer the soft-top roof and we are sure it will maintain its popularity."The mechanical package of the Roadster Coupe is unchanged.This means a 2.0-litre four-cylinder engine with a six-speed manual gearbox or six-speed activematic with paddle change behind the steering wheel, fully independent suspension and excellent four-wheel disc brakes.THERE are no surprises with the new MX-5. It is a mystery why Mazda took so long to produce a more secure roof system, but the rest of the deal — including the tight price — is pretty much what you would expect from a company that knows its cars and is in top form.The Roadster Coupe drives as you would expect, though perhaps a little softer than we remembered.No, it's better than that. It's a masterpiece of clever design and packaging.It is quick and effective, and you only have to lock or unlatch the roof before using the one-touch button to get it up or down.The 12-second operation beats anything else with a similar system, though we could get the convertible done in the MX-5 in less than five seconds.Unlike some systems in bigger and heavier cars, it also looks and feels as if it will go trouble-free for the life of the car.Best of all, boot space is unchanged. And it is the same with the roof up or down. It's still not going to take much gear, and you would never go supersize in an MX-5, but it is good to see that it can be done.The Roadster Coupe gets along nicely, grips and turns as you would expect of a sports car, and has brilliant brakes.We have always said the MX-5 could do with more power and a more refined engine, and we stand by the judgment of the 118kW powerplant.But the gearbox has always been a favourite and the six-speed manual, though it has never matched the rifle-bolt action of the original five-speed, is still first-class.The Bose sound system really hits, and there is enough luxury equipment. Sound and cruise controls are on the steering wheel in a break from tradition.There is a lot to like in the Roadster Coupe, though we were disappointed by the noise levels in it. Mazda claims the new top cuts cabin noise, but it is still not quiet.Then again, we could just open the roof and forget about noise and enjoy the driving and the countryside.On that front, one of our team is convinced the Roadster Coupe is softer in the suspension. Not a lot, but perhaps something that an MX-5 regular would notice and question.Still, the car has few rivals and you have to spend a lot more to get a Lotus with a similar driving edge or compromise with a dual-purpose cabrio such as a Renault Megane.Some of the new-age coupe-convertibles score highly on our ranking, but they are not really rivals to the MX-5 Roadster Coupe, which will definitely stretch the appeal of the MX-5.We have had a lot of people asking recently about moving into a coupe-convertible and, until now, Mazda did not make the shopping list against Renault, Peugeot or Holden.It is still not a four-seater, which could be a sticking point, but otherwise it does everything you need. And it is still a real sports car.The bottom lineTHE same successful formula with some new icing on the cake will win more friends for the MX-5.

The new model is just the second generation of its kind. And with its stylish looks, impressive retracting roof and great sound system, it seems the negative stereotypes of the brand in the past have all but disappeared.The new C70 should equally appeal to the young and the young at heart.It is available in two engine sizes: a 2.4-litre, five-cylinder 125kW unit called the LE and for those after a little more fun there's also the 2.5-litre, five-cylinder, turbo-charged T5, delivering 162kW of power.Both are available in a six-speed manual or a five-speed Geartronic transmission.And the two are separated by $10,000 and some differing specs, the LE priced at $69,950 and the T5 carrying a $79,950 price point.And just because you can take the roof off, that doesn't mean the safety-crazy Swedes have sacrificed protection. The C70 program development director, Olle Odsell, says a new roll-over protection system provides a high level of safety for occupants."The roll-over protection system comes up in a roll-over or high-speed, rear-end collision to protect from flying objects," he says.The system is activated whether the roof is up or down, going through the back window when it is up. And while Odsell says the roof in the boot would "pretty much be a write-off" in a high-speed accident, it can take a collision of up to 15km per hour without any major damage. The roof takes 30 seconds to retract.And in doing so, it diminishes the amount of boot space, as you would expect. But there is still enough room for some smaller bags, although it is quite limited.The C70 also features other impressive Volvo technology such as door-mounted inflatable curtain airbags to compensate for the lack of a fixed roof, anti-lock braking system, Dynamic Stability and Traction Control, Side Impact Protection System, Intelligent Driver Information System and the Whiplash Protection System. The C70 hasn't undergone official crash testing, but Volvo is confident it will be a top performer."We are claiming it's the world's safest convertible. That's us knowing how we've tested it and how it will perform," Volvo spokesman Todd Hallenbeck says. "We're confident it will be a five-star rating."The convertible has also experienced improved body torsional rigidity over the previous generation, by 50 to 100 per cent.And on the road, the car feels very strong and confident, tackling the twisting country roads around Victoria on its launch this week.While it's slightly heavier than its predecessor, the C70 is still quicker, with the manual T5 taking 7.6 seconds to reach 100km compared to the old figure of eight seconds.Turbo lag on the more powerful T5 is not much concern and it has great low speed and high speed dynamics.The lack of a real noticeable lag can be attributed to the high 320Nm of torque at low revs, coming through from 1500rpm to 4800rpm. Turning is also quite sharp and the T5 adjusted well on the winding roads to Mt Buller. It's not a convertible that will see you break any speed records on the road; the C70 is more of a classy, elegant performer.And it is still enjoyable to drive.When testing the manual T5, a rattle in the roof was evident when this was up. While the problem was annoying, it seemed to disappear after a while.With two comfortable larger seats in the back, Volvo also claims this is the first modern, four-seater, hard-top convertible. Hallenbeck says while other models may have four seats, they're more 2+2-seaters.With the roof up, tall passengers may be a bit pushed for room, but there is a decent amount of leg space considering it's a convertible.The C70 also shares the same wheelbase with the S40, but has a wider track.It was at first designed as a coupe and then engineered as a convertible.It is quite a long car, especially for a convertible, but sits at a similar size in appearance to its competitors.These include the BMW 3 Series, the Saab 9-3 and the Audi A4 convertibles.Differing features between the two models include a better sound system in the T5, bigger 18-inch wheels compared to the LE's 17-inch and Bi-Xenon lights on the range topper. Rear parking assist is standard on both models.The LE has a high performance sound system with eight speakers, whereas theT5 features a premium sound 12 Dynaudio speaker system, with a six-disc CD player.The interior is well suited to the style of the car, with Volvo's floating console, leather seats and efficient storage spaces.

The Mazda MX-5 Roadster Coupe carries a $47,660 price-tag. This hard-top edition adds $2930 to the price of its soft-top sibling (with leather and Bose sound), which is not cheap for a small, rather impractical two-seater car.But it's in a league of its own as one of the few sports models priced below $90,000 with a power folding roof. So if you're after some fun and want to turn heads without hurting the hip-pocket too much, the MX-5 is up to the job. Sitting low to the ground, you spend most of your time looking up at the surrounding traffic.You physically feel small, in a good way of course, as you pass the larger Commodores, Falcons and Camrys. Despite a 37kg penalty for the folding roof, the MX-5 retains the class-leading dynamics and road manners for which the marque is famous.The 2.0-litre, four-cylinder engine puts out 118kW at 6700rpm and while you have to stay into the throttle to get the best out of the moderate 188Nm of urge on tap at 5000rpm, the fun factor remains high. While it may not be the most powerful sports car in the shed, its looks are matched to its performance balance — and that is all good. With its low height, low body weight and decently loud revs, there is a feeling of satisfaction as you settle into this Stuart Little-type car.The weight-saving — or more accurately, weight modification — in the roof comes from the use of leading technology plastics. Take the MX-5 to high speeds and you notice some minor issues. First, road noise. Second, it gets a little shaky and the steering weights-up considerably around fast, tight bends.But turn up the six-stacker Bose sound system and hold on tight and neither will be too big of a problem. Being so low to the ground, it has a ride like a go-kart, but with good firm suspension and a decent ride quality. With a six-speed manual gearbox, shifting is short and sharp and sixth gear particularly comes in handy on the highway. The MX-5 will travel smoothly around the 2500rpm mark.The pedals take some getting used to, and the footrest feels slightly wider than usual — which means the clutch, the brake and the accelerator are positioned a little further to the right than normal.The good thing about the Roadster Coupe, is that when you switch into topless mode (the car that is), you don't have to sacrifice the already limited boot space.Instead, the roof folds into a space behind the seats and it only takes about 12 seconds for it to become a convertible.There's also extra storage space behind the rear seats. The opening and closing of the roof isn't by the most technically advanced method, but it's efficient for the price.And although parts of the interior and the inside of the roof have a touch of the plastic look, the leather trim and sports seats do add a genuine touch of class.With the roof up, there's a large blind spot on the driver's side of the car and you have to ensure your mirrors are properly adjusted to avoid lane-change moments.If you have a passenger, it's not too bad as you can get some reassurance.But it's when you are driving on your own that it becomes scary.Also, drivers should be warned, when taking the top off, even though you feeltrendy and look cool, you leave yourself open to sunburn. This driver came to that conclusion the hard way. So it's slip, slop, slap all the way. The Roadster Coupe adds Dynamic Stability Control with traction control to the safety mix, on top of the ABS with Electronic Brakeforce Distribution and dual front and front side airbags previously offered on the soft top.These new additions are now standard across the MX-5 range. While it's affordable, it still seems a tad pricey at just under $50,000.But if you're after some fun, want to be noticed and don't mind the impracticality, the MX-5 could be the one. Good things come in small packages. While you'd think "cute" might deter some males, one who used to refer to the MX-5 as a "hairdresser's car" came back for several rides.

Normally noise is a negative factor for convertibles. Drive along at highway speeds with the top down and you will be doing damage to your eardrums in a convertible. Even with the top up, it can be noisy.There are many other problems associated with rag-top driving.For a start, convertibles don't handle as well as their sedan brothers because the chassis is not as taut.That's because there is a gaping hole where the roof is supposed to be keeping out the rain and UV rays while holding the car together. And the bigger the convertible, the worse the handling.Manufacturers add extra chassis stiffeners to convertibles to stop the body twisting, but this makes the vehicle heavier than the sedan. In the Audi, it's up to 170kg heavier, the weight of two adult male passengers.Then there is the lack of security of a rag top. Thieves can simply slash and grab.To overcome the problems of security, noise and handling, some manufacturers have chosen to go with a folding hard-top roof. But that also presents a problem. It takes up more boot space than the folding rag top (but not in the Mazda MX-5 and new BMW 3 Series).And despite the shift by their leading competitor BMW to a folding hard top, Audi has stayed with the rag top.And I applaud them for it.Because with the top up or down, you can hear that glorious Formula One-style growl from the twin exhaust. It's enough to drive a full-grown man to tears of joy.And if you are in the market for a convertible then you think with your heart, you are passionate about motoring and you value feelings more than practicalities.The Audi certainly fits the bill.Released in July, it comes with a choice of two engines: a 1.8 turbo with 120kW of power and 225Nm of torque or the 3.2 FSI petrol direct injection V6 with 188kW and 330Nm.The 1.8T is priced at $83,400 and the V6 is available for $107,800.I drove the V6 and, although there are shortcomings with handling, that exhaust note is an outstanding selling point. So is the power that comes on lightning fast at high revs which is where the exhaust really sings.The sedan comes in quattro or front-wheel drive; the cabrio is available in front-wheel drive, so dynamic handling is not as good.There is a mountain of torque steer (that's when the steering wheel pulls left or right under heavy acceleration).The effect is exacerbated by the instantaneous launch feeling of the V6. Torque steer is fairly typical of high-powered front-wheel drivers, but it can be engineered out as in the Mazda MPS.While the handling is not as good as the sedan, Audi has worked hard to make this car handle well — for a convertible.They have modified the dynamic suspension system, with A6 shock absorbers, four-link front suspension and the sporty S4's self-tracking rear trapezoidal-link and front track rods. But don't expect a rough ride.Audi has ensured that it sits flat in corners, but without sacrificing comfort. They have allowed some compliance in the springs and shocks and consequently there is some pitch on acceleration and braking, and scuttle shake over sharp bumps.Audi has also kept its eye on style, comfort and safety. It now comes with clear front and rear lights, rear diffuser and an abundance of aluminium trim.On the safety front it has Xenon Plus headlights with automatic beam angle adjustment and daytime driving lights (optional for the 1.8T). Adaptive headlights that swivel to follow the corner are available as options.There are two-stage driver's airbag and side airbags, improved side impact protection and active roll-over protection system with two roll-over bars that project behind the rear seats for extra peace of mind.On the comfort front, the supportive front seats are heated. And doesn't that give you a warm feeling?Fast factsAudi A4 Cabrio 3.2Price: $107,800Engine: 3.1-litre, FSI petrol direct injection V6, 188kW@6500rpm, 330Nm@3250rpmTransmission: 7-speed continuously variable multitronic auto, front-wheel driveWheels/tyres: 17-inch alloys; 235/45 R 17, 5-parallel spokeFuel: 9.7L/100km combined claimed

What is itThe dome shaped coupe was the uber trend setter when it first hit Australia in 1999 but has since seen formidable challenges from Mazda’s RX-8, Alfa Romeo’s Brera, BMW’s Z4 and more.Audi sold around 400 TT’s a year and expects the new model to marginally exceed that.A 2.0litre front wheel drive turbo is offered in manual or with Audi’s S tronic auto, which is a system that allows the manual paddles to genuinely override the auto transmission function.Audi expects to sell half of all TTs with the $72,500 S tronic transmission, while 25 per cent of buyers are expected to opt for the $68,900 manual.The remaining 25 per cent will be among the luckiest and safest sports car owners with the $88,900 3.2litre V6 quattro S tronic. It was simply impossible to lose it on Philip Island in this car – try as we did (for research purposes).A 2.0 litre turbo roadster is also in the pipeline for $77,500, or $92,900 for the 3.2 litre S tronic V6 quattro.ExteriorThe new model TT keeps the same look with mild but effective design upgrades inside and outside. It’s still got 2 +2 seating, and it’s now a little longer than the original (+137mm) and the front end looks broader and flatter with the new single frame radiator grille. Headlights slope confidently and their line neatly continues to the A-pillar.From the side you see flared wheel arches, side air inlets and elegant LED blinkers in the side mirrors.The TT’s rear is curiously attractive, with one motoring writer commenting “yeah, it’s a nice bum” when asked what he thought by Audi’s marketing manager.The rear lights have a 3D design effect but the highlight is the electric spoiler which emerges at 120km/h. A manual override lets you have a play with downforce effects and look kinda James Bondesque in the process.InteriorInside is a mix of proper aluminium, Nappa leather, and a wider and higher centre console with three centre airlets. It’s a neat package that is only spoiled by a Bose stereo unit that looks assembled in a third world sweat shop rather than the typically inspired standards of Audi – or Bose.The three spoked steering wheel has been flattened at the bottom for a sporty feel and easy access in and out.Overall the TT is a whopping 80kg lighter than the first one thanks to the Audi Space Frame used from the A8, which provides a mix of 69 per cent aluminium and 31 per cent steel.The new TT also introduces Audi’s “Magnetic Ride” suspension, which adapts damping automatically and continuously depending on the driving conditions.There was a science wonk explanation for how this works, and these guys understand and explain it better than we ever could.We were told that it lets you do “dynamic manoeuvres” which we understood to be code for “mental stuff”. Naturally we complied and can confirm that whatever Audi Magnetic Ride does, it does it well and you’d have to try to be more dynamic than us to lose control of a car that let’s you have fun but stops you embarrassing yourself.Questions remain whether the TT can continue to inspire like the first model did given that sports car buyers are among the least loyal customers, preferring the latest, trend setter over quality and performance.The design is not much different and Audi says that playing it safe with subtle evolution was the key to staying iconic. Still, they only conceded that “a certain percentage” of existing owners would upgrade for the better performance offered.And despite offering some of the smoothest, quietest TDI’s around, Audi said there was no plan for a diesel TT.How it drivesWhile the new TT driving experience is greatly improved over its all mouth and designer trousers predeccesor, it's also hard put to live up to its “sport” coupe tag.What TT does provide, is accessibly enjoyable levels of performance. Perhaps best of all, having first driven it at the world launch in Austria five months ago, it survives the translation to Australia.Even without the devilishly clever Magnetic ride (a $3000 dollar optional continuously adaptive damping system), it endures our sub-standard bitumen to be - as we predicted - the best riding compact Audi to date.What remains undimmed is the massive distinction between the two models - the front driver which runs VW/Audi's direct injection turbo four; and the all-wheel driver that packs the group's 3.2 FSI V6.The difference is as pronounced as that which exists between VW's Golf GTI and Golf R32. No coincidence that - the former just happens to be a front driver with the same 2.0 TFSI, the latter an all-wheel-driver with the TT's bent six.So are the TTs two immensely more expensive and less practical Golfs? If this were about practicalities, then sure. But it's not. It's about emotion in motion and designer desirability and these TT has in abundance.The weight saving over each Golf means the TT’s are faster, more agile and even more tuneful thanks to Audi's acoustic workshop.The V6 is S-Tronic only, which won't trouble the target punter, but is to be deplored by the enthusiast. As functionally excellent as S-Tronic is in general, it is also frustratingly apt to change up a gear when you lest want it to.While it’s way lighter than Alfa's lardy Brera V6 (the TT's most obvious competitor), the lesser TT model is for the main part more fun and involving - especially with the conventional manual.In typical Audi fashion, both models want for steering feel. It's accurate enough, but far too light for anything that claims sports car credentials.Still, that's unlikely to dissuade the style conscious, who will gladly find the money for it.Fast factsThree engine variants:2.0litre turbo FSI 6-speed manual, 147kW: $68,900Fuel: 7.8l/100km0-100: 6.4sec2.0litre turbo FSI S tronic 6-speed (auto), 147kW, 280 Nm: $72,5003.2litre V6 quattro S tronic 6-speed (auto), 184kW, 320 Nm: $88,9000-100 5.7 sec.Fuel: 9.5l/100kmWeight: Turbo (1260kg), V6 (1410kg)Coming soonA 2.0 litre turbo roadster for $77,500, or $92,900 for the 3.2 litre S tronic V6 quattro.CompetitionBMW Z4Mazda RX8Nissan 350ZAlfa Romeo BreraMercedes SLKBMW 3 seriesPaul Pottinger is a senior roadtester on the CARSguide team, and also editor of the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis will appear in the Sunday Telegraph. Garth Montgomery is editor of CARSguide.com.au.

It's also the first all-wheel drive Alfa Spider. The generously sized two-seater (4396mm long x 1830mm wide x 1367mm high) is complemented by elongated rear lights and four exhaust pipes in keeping with its high-performance temperament.Inside, the Alfa Spider features automatic dualzone climate control and steering wheel-mounted radio controls. There's switchable Vehicle Dynamic Control (Alfa Romeo's version of the electronic stability program) and cruise control.Power is by either the 138kW 2.2-litre JTS engine or the more powerful 195kW 3.2-litre JTS. Just weeks after it was revealed at the Paris International Motor Show, Alfa Romeo's new 336 kW super car, the 8C Competizione will take centre stage on Alfa's stand at the 2006 Sydney International Motor Show.The limited edition left-hand-drive only coupe is based on the showcar first seen in 2003.The Alfa Romeo 8C Competizione is inspired by Alfa Romeo's glorious past, beginning with the evocative name, which recalls the great sporting tradition of Alfa Romeo in the 1930s and 1940s.Those cars were equipped with a revolutionary straight-eight cylinder engine and the new 8C is also an eight cylinder - in this case a 4.7 litre example in a more traditional "V" configuration producing more than 330 kW. 

Unlike most car manufacturers who make a coupe first, then cut the roof off to make a convertible, BMW first created a Z3 Roadster off the 3 Series platform, then a Z4, before the coupe was even thought of.In the middle of 2004 a prototype Z4 Coupe was shown to the BMW board. They dismissed the idea of an attachable hard top and went with the coupe.In December 2004 the management board confirmed production and just a short 17 months later at the end of May 2006 it was released to the world.Here endeth the history lesson.Now, the Z4 Coupe and Z4 M Coupe have arrived in Australia to challenge the Mercedes-Benz SLK and Porsche Cayman and already they have scored a win with a price advantage.The 195kW three-litre Z4 Coupe will cost $87,900 in six-speed manual and $90,500 in six-speed Steptronic auto.They compare favourably with the SLK 350 at $114,400 and the Cayman at $118,000.The 252kW 3.2litre Z4 M Coupe comes in six-speed manual only at $127,200, which compares with the SLK 55 at $163,400 and Cayman S $148,500.The price differential from BMW Roadster to Coupe is $3300. BMW also claims its Z4 Coupes are faster, lighter and more fuel efficient.They will arrive with similar features to the Roadster models such as cornering brake control, dynamic traction control and dual front and side airbags.The M model adds Bluetooth mobile phone capability, sat nav, TV and an audio system approved by Lucas Films, the makers of the Star Wars movies.BMW uses Carver speakers which allow high sound pressures from small speaker sizes.They use 10 speakers including two subwoofers and achieve a total output of 430 watts.BMW claims potential buyers are mainly males aged 35 to 45 years with an appreciation of high-end audio systems.But the Z4s are not just about noise; they are also about performance, boasting a stiffer chassis, stiffer suspension and a 0-100km/h sprint time of five seconds.The Z4 Coupes feature the latest generation dynamic stability control (DSC) with extra functions such as brake drying, emergency braking and hill start assistant. The driver can completely shut down these systems if required.They also feature substantial aluminium chassis and body parts and a 50-50 weight balance.The Z4 M is distinguished by quad chrome pipes, M alloy 18-inch wheels and tyres, performance brakes, M rear apron with diffuser and a slight styling departure up front.It is also stiffer in the front and rear axles which allows even stiffer suspension.BMW claims it launched the Z4 M Coupe around the famous German Nurburgring circuit in 8 minutes, 15 seconds, which was faster than the M3.It will accelerate from 0-100km/h in five seconds and with big ventilated discs front and rear, will stop again in 2.5 seconds and 34m.Standard features over the 3.0si are: rack and pin hydraulic steering, rear parking control, variable M differential lock, M sport suspension, bi-xenon headlights with washers, metallic paint, alarm with remote, 10-speakers with Carver tech, sat nav and TV, Bluetooth mobile business preparation, voice recognition, M leather wheel and M leather seats with electronic memory adjustment.The engine, which is straight out of the M3, has won the international engine of year award for six consecutive years.BMW Group Australia product and market planning manager David Lederer said the jury was convinced by its "fantastic response due to the high-speed concept and six port throttles as well as moderate (fuel) consumption"."Other engines may have more kilowatts or torque, but it's the balance between all properties which wins awards."He said the Z4 3.0si had "the same chromosomes" as the M, but the engine is only two years old and comes from the 5 Series.It includes magnesium for the crank case, bedplate and valve cover and an electric water pump that only runs when required for better economy.Its standard features include: leather Oregon heated seats with electronic adjustment and memory (driver's), anti-dazzle interior and exterior mirrors, wood trim, cruise control, six-CD sound system, 10 speakers, multi-function steering wheel, Bluetooth preparation and auto climate control with micro filter.BMW Group Australia corporate communications manager Toni Andreevski said there were 200 units available this year, including 55 Z4 M Coupes."In 2007, we expect to have factory allocation for approximately 200 unit deliveries, with a similar split," he said.BMW does not build cars to just perform in a straight line, says product and market planning manager David Lederer."No, we want them to shine in the bends as well, especially the tight ones."And so the Coupe version of the Z4 was launched here last week in Tasmania, home of the long and winding road.The world launch was held earlier this year in Portugal on shoddy, potholed roads, followed by laps on the tricky, but smooth Estoril circuit.Courier-Mail motoring writer Gordon Lomas attended and complained that only the M was available to drive and that its suspension, while a gem on the track, was way too stiff for public roads.However, he would have found that the 3.0si actually has a more jarring ride than the M even though it has more compliant suspension.On the Tasmanian launch, the 3.0si banged and bumped over the sharp hits, probably because it is fitted with low 35 per cent profile run-flat tyres which are notoriously stiff while the M gets 40 per cent standard tyres with softer sidewalls.The Z4 M Coupe actually rides quite well, even on the choppier sections, taking corrugations and potholes in its stride, momentarily shaking its head and continuing in its line.The M features hydraulic rack and pinion steering which is light and pin sharp.Every movement is relayed to road position and the driver is able to place the machine exactly where they want and adjust that position at will, even mid corner, without drama, almost without understeer.It's like a go-kart or an F1 machine.The 3.0si uses electric-powered steering which is heavier, more centrally weighted and more prone to "self-steering" over bumps.With a slightly more compliant suspension, it reacts with more character and bias in corners, but still almost no understeer.It's more like a V8 Supercar.While the M has greater power punch out of corners and lights up with a ferocious, crackling rasp, the 3.0si is no slouch either.Both feature a "sport" button next to the gear shift which adjusts the throttle response via the engine management computer mapping.The result is instant punchy response.Although not over-endowed with torque, keep them revving between 5000 and 7000rpm and they will both supply ample ability send you straight to jail, do not pass go, do not collect $200.On the stop side, the big powerful ventilated discs in the M have instantaneous effect, sliding my backside forward on the leather seat and under the seatbelt.The 3.0si has a softer pedal with a little more feel, but less brutal stopping power.On the practical side, they feature a large tailgate which opens high and straight up so you don't have to step back.Contents are protected from sight by a roller blind which is attached to the tailgate so it opens and closes with it.You can fit a large suitcase and smaller bags in the 340litre boot of the 3.0si, but 20L less in the M because of a carpeted hump which houses the battery, air compressor unit and tyre sealant goo that replaces the need for a spare tyre.Inside, the cabins are all tough, black vinyl and rally style brushed aluminium. Very macho.And the on-board computer, sat nav and sound system controls are dead easy to use; there is no frustratingly difficult-to-use BMW iDrive system here.The cockpit is all action with a narrow well for you to brace your knees against, but plenty of room for fancy heel-toe footwork on the pedals and space for a foot rest.While the steering wheel is adjustable for each and height, the M steering wheel is a little thick. I found it tiring to grip over the thousands of switchbacks encountered on the 600km launch through western Tasmania.If I was in the market for an M3 and didn't really need the two extra seats in the back, I'd buy the Z4 M Coupe which is about $20,000 cheaper.It's also faster, livelier and sexier.But for me the 3.0si is less daunting and more fun to drive.While the M features precision steering and F1 handling, it makes you drive faster than you should, then shows up your errors to make you look like a sloppy driver.However, the DSC intervenes to save you from the laws of too much physics, while allowing a certain amount of "play" and slide. I'm sure F1 drivers would love it.The 3.0si bends slightly, pitches and rolls a little and provides bodyweight feedback through the seat of your pants and the tips of your fingers.It is a more engaging, if ever-so-slightly slower, drive and it is easier to look smooth and in control, even if you aren't an F1 driver."YOU look so fine that I really wanna make you mine," Jet screams to me in perfect clarity as drums, bass and guitars pound out a powerful backbeat and I punt the BMW Z4 M Coupe through the implausibly twisty roads around Cradle Mountain, Tasmania.Next track I have Angry Anderson telling me what a bad boy he is and my right foot nearly goes through the floor.Such clarity, such fidelity, such raw and gutsy noise. BMW's Z4 M Coupe and Roadster are the first European vehicles with audio systems to receive THX certification.That accreditation is only given to audio output and speakers that are endorsed by Lucas Films, the makers of the Star Wars movies.They use Carver technology which allows for high sound pressure to be produced by a small speaker.This is important because the Z4 M Roadster and Coupe have limited space available for large bass speakers to drive that thumping bass line and gut-punching kick drum.Most car subwoofers are 12-inch drivers that take up a lot of boot space. However, the subwoofers in the Z4 M require only 10 litres each and generate sound pressure of more than 120dB.The system uses a 10-channel digital audio amplifier and sound processor, giving the two front-mounted sub-woofers an output of 100 watts.There are also eight midrange loudspeakers and tweeters fitted in the doors and behind the seat, each driven by a 25 watts terminal.BMW claims the hi-fi system develops a total power output of 430 watts.BMW Group Australia product and market planning manager David Lederer says the typical Z4 M buyer is predominantly male age 35-45."Besides the necessary excitement, he has the financial means for lots of highly-emotional products," he says."He would likely be familiar with iPod and other such technology, high-end audio systems and a purist avant garde living ambience, not just experienced through brochures." (An iPod cable connector system that powers the unit as well will be available shortly.)All I can tell you is 430 watts of Jet and Rose Tattoo in a tiny Z4 cabin is pure audio Nirvana.