Convertible Reviews

And that's because of what it isn't, as much as what it is.To address the former, this ain't no superficially enhanced Z4, the facelifted, engine-upgraded version of which was also subject of the gathering of auto hacks on some country roads in northern NSW.The Z4 M is in the same pantheon as the classic M3 coupe and the more recent M5 sedan and M6 coupe — but most particularly the M3, whose almost monotonously award-winning, high-revving 3.2 in-line six the roadster shares.It's capable, so it is claimed, of getting this angry-looking, 1410kg roadster (you'd be peeved, too, if you looked like that) to 100km/h in five seconds flat.And with lower, stiffer suspension and shorter gearing than the standard Z4 manual, brakes from the limited-edition M3 CSL, and hydraulic power steering instead of the standard Z4's deficient electric system, the M Roadster begins to look like a bargain at $129,500.No, really.The manual-only M is thoroughly worth the $35K-plus premium over the most expensive standard Z4.(Incidentally, the range — with BMW's latest-generation sixes — begins at $77,600 for the 2.5si manual and goes to $93,400 for the 3.0si auto.)Comparisons with Porsche's Boxster S are inevitable, and these will almost certainly not favour the Bimmer. Such comparisons should not, however, diminish the latter's appeal.Because the Z4 M is a wonderfully unaffected, utterly BMW thing: a classic roadster with 252kW/365Nm worth of straight-six engine under a bonnet that seems endless from your seat close to the rear axle, 50/50 weight distribution, no run-flat tyres, a proper gearbox (there's no room for the SMG gubbins here) and decent steering.Although the steering feel isn't perfect, it's by no means as artificial as that which afflicts lesser Z4s, and is free of any kickback.Visual distinctions between the regular version and the Z4 M are minimal, but the on-road experience is separated by light years. The M revs to 8000rpm, and its torque spread allows effortless overtaking without leaving fourth gear.And with the roof down, as nature intended, it sounds every bit as stimulating as it feels.There's sufficient power to overwhelm traction, although the latter is formidable thanks to a variably locking diff and an 18-inch wheel package.The Z4 M's ride, which one expected to be brain-bashing, was a pleasant surprise in such a stiffly sprung car. But I envy the owners who'll be able to reserve theirs for track days.Indeed, much as the current M3 will be the last with that classic straight six (the replacement will be a not-so-lithesome V8), I reckon the Z4 M will be worth hanging on to for years.

There's more to producing a convertible than chopping the roof off a sedan or coupe. The steel roof forms a vital part of a car's structure, giving it strength and rigidity, and that strength has to be replaced somehow once the roof is removed. Dash or scuttle shake is often a sign of a lack of strength in a soft top, and a measure of the amount of development that's gone into the body.A car that exhibits scuttle shake, evidenced when the dash area shakes or vibrates, can be a most annoying vehicle to drive. The Astra convertible is pretty good in that respect. The body is quite tight and shows no real evidence of scuttle shake, even with quite a few kilometres under its belt.Another challenge convertible designers always face is how to make the end result look good with the top raised. The Astra also fares well in this respect.The Astra sedan and coupe were good-looking cars to start with so the basics were there, and designer Bertone did a good job in slicing the roof off and producing a new roof so that it looks good with the roof up or down.The Astra's top goes up or down at the touch of a switch, or remotely by the key, and disappears under a hatch at the back. It not only works well, it is triple insulated and has an electrically-heated glass rear window so it feels much like a sedan or coupe once the roof is raised. Like all convertibles, the Astra rag top sits atop the Astra range but also comes fully equipped to ease the price pain: leather sports seats, airconditioning, cruise, trip computer, power windows and mirrors and a CD player with steering wheel controls.The engine is a 2.2-litre double overhead cam 16-valve four-cylinder producing 108kW at 5800 revs and 203Nm at 4000 revs. From 2003 there was a choice of a 2.0-litre turbo, which gave 147kW at 5600 revs and 250Nm at 1950 revs. Standard transmission is a five-speed manual with the option of a four-speed auto.With any convertible its important to listen for body rattles that might show that it's loosening with age, or more seriously, that it's suffered a crash. Make sure the roof goes up and down with no jerking or misalignment. Check that it operates with the button in the car and remotely with the key.Closely inspect the roof inside and out for damage such as tears or folds that will need repairs down the road. Body damage can also affect the smooth function of the roof, so look for ill-fitting boot lids and doors, etc.Mechanically, the Astra convertible is pretty much the same as any Astra.The 2.2-litre engine has a chain for the camshaft drive so it doesn't have to be replaced like the belt on the regular Astra.The turbo engine does have a belt, so be aware it needs to be replaced regularly. Brake wear can also be a headache on Astras, as it is on all European cars. Be prepared to replace disc rotors and brake pads quite regularly - about every 60,000km on average.The Astra convertible is well-equipped when it comes to the crunch. It has front airbags for the driver and front-seat passenger and front side airbags as well, with reinforced A-pillars and padded roll bars behind the rear seats for protection in the event of a rollover. Dynamically, it has anti-skid brakes, traction control and electronic stability control - the first time such a system was used on a Holden.

That's not to say that Saab is not trying and that there is no hope for the future.But it just seems to be getting tougher and tougher for the little Swede at the bottom of the GM totem pole. I might as well go on the record here and say that I am an unrepentant fan of Saab's interior styling — generally.I hate the stupid handbrake arrangement that is designed solely for the purpose of looking good and jamming fingers but that apart, Saab's aircraft-inspired instrument panels and ergonomic seats are certainly on the list of favourites.The 9-5 wagon, as old as it is, remains a superbly practical, stylish and safe family conveyance. That only serves to make the 9-3, and the 9-3 Convertible in particular, even more of an enigma. The latest offering for Australia is a little bit of a "coals to Newcastle" philosophy with the bolting in of a 2.8-litre Holden-made V6 in the 9-3 Aero.From the same Alloytec basics as Commodore's 3.6-litre powerplant, albeit with a twin-scroll turbo attached, the V6 gives the 9-3 some serious punch, with 184kW and 350Nm from 2000-4500rpm. With 90 per cent of that considerable urge available from just 1500rpm, it is no surprise that Saab claims it as the fastest-accelerating model in the company's history.Even quicker, it says, than the manufacturer's brutish, and almost uncontrollable, Viggen of the late 1990s.The 9-3 V6, with just a hint of low-down lag, will put the 0-100km/h sprint behind in a respectable 6.7 seconds.And, more importantly, it has a good willingness to find some urge when that is what's required for overtaking.Gearing in the tested six-speed automatic was well-suited to the engine, with minimal hunting and, once up and running, displaying an easy ability to operate within the power and torque bands.Don't bother with the awkwardly mounted shift buttons on the wheel.Rather, use the shifter for the manual mode, even if the forward-up back-down pattern is counter-intuitive.Ride comfort is quite acceptable on smooth or undulating surfaces but is found out quickly over sharper surfaces such as lane dividers and crumbling tarmac.Steering is light and quite direct on turn-in but there is an uncomfortable aggression and sharpness as the wheel "fights" to get itself back on centre.The car's ageing design still shows itself in the amount of scuttle-shake that is evident with the roof down, particularly when cornering over broken surfaces.The cabin, in keeping with Saab in general, is comfortable and encompassing. The seats are not over-bolstered but they do provide ample support and adjustment when finding an optimum driving position.There is no feeling of being cramped in the front of the cabin and for rear-seat passengers, the space allowance is better than most in the convertible world.The one-touch roof deployment is good and the ability to raise the roof at up to 20km/h is a blessing when showers move in. There is also reasonable boot space available and no intrusion of the stowed roof into that space.Surprisingly, given the quality of the interior trim and the double roof skin, noise isolation in the cabin with the roof up is particularly poor. Even worse is the rear vision with the roof in place.Reverse parking becomes an act of faith, with huge tracts of vision blocked by the B-pillar/roof supports and only a miserly rear window and smallish wing mirrors for help.At $92,400 as tested, including the $2500 premium for the six-speed auto, the Aero convertible is not an insubstantial purchase.With premium pricing, the 9-3 Aero faces some serious competition but Saab is getting used to doing the tough yards.

The MX5's chassis always seemed as though it could handle more grunt and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable it would eventually be turbocharged.But Mazda had no plans to turbocharge its sweet little roadster and it was left to Mazda Australia and its veteran motorsport manager, Allan Horsley, to see the project through to realityThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open-top cars acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone believed it should have more grunt. The original 1.6-litre engine was plenty for most owners, but those with a motorsport bent wanted more power to exploit the roadster's competent chassis.Mazda responded by increasing the size of the engine to 1.8 litres and it was then refined with sequential valve timing. But some owners wanted more. That came early in 2002 when Mazda delivered the first of 100 SP models developed and built in Australia.The heart of the SP was its turbocharged engine. Mazda took the MX5's 1.8-litre double-overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44kW and torque by 108Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157kW at 6800 revs and 289Nm at 4600 revs.It was enough to have the little two-seater racing to 100km/h in six seconds, impressive given the standard car required 8.5 seconds for the same journey.Other features of the SP included anti-skid brakes, 16-inch alloys, remote central locking, power windows, CD player, and dual airbags.There were also some extra touches such as a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.The main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn't necessarily harmful if the car has been well serviced, but if it hasn't been serviced, competition can be detrimental to a car's health.Look for holes that have been drilled in the body work for things such as a roll bar, fire extinguisher, and other equipment under the bonnet. It is best to reject a car that has clearly had a hard life, but don't be so concerned about one that has been used for the occasional club event.It is highly likely most SPs will have been owned by members of the MX5 club, so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes.Safety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful anti-skid disc brakes, are a potent recipe when it comes to avoiding collisions. Add dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.

The latter is a sort of consolation comp for clubs who haven't done much the previous season, other than win a minor trophy or achieve better than mid-table respectability.The top flight is dominated by the iconic Italians and four Germans. (Volkswagen makes it by virtue of owning some of the others and outselling all of them.) The lower tier — as measured in terms of sales and perceived prestige — comprises the lesser Italians, the French and the Swedes.What's making it tougher for Europe's poor relations is the increasing realisation — at least among buyers not besotted by badges — that Mazda, Subaru and Honda do almost everything they do better, more reliably and miles more cheaply.Saab's situation is compounded by being owned by that pensions and health-care corporation General Motors, which seems uninterested in the products of its sideline auto business, let alone in those of its Swedish subsidiary.Despite recent deals and price re-alignments, Saab needs something to justify its still hefty asking price, and to divert attention from its sobering rate of depreciation.In the latest iteration of the 9-3 Aero, that "something" is a 2.8-litre V6 turbo. This unit — they tell us — makes it the "fastest accelerating" Saab yet.At any rate, it goes some way to justifying the previously optimistic "sport sedan" tag.Almost perversely for a mob with a fine heritage in turbo-petrol engines, this one is derived from GM's all-aluminium global V6 engine architecture with its twin-scroll turbocharger from Mitsubishi.That multinational input translates to response that is immediate and impressive, with 90 per cent of its 350Nm available from 1500rpm and all of it between 2000 and 4500rpm. The unit also powers the top-end Saab SportCombi wagon released a few days ago — more on that next week.A zero-to-100km/h time of 7.5 seconds is claimed for the auto, 6.7 for the manual.We spent the week with the auto, a six-speed, Aisin-made unit that adapts to driver usage and senses changes in engine performance, almost always finding the right gear and not hunting once during our time.So much power through the front wheels naturally means understeer in extremis, with some torque tug through the tiller and electronic intervention. It's all pretty predictable, though, and can be managed by sensible corner-entry speeds.Nor is it upset by mid-corner bumps or the shocks and shudders regularly delivered by our wonderful roads.It has been said that the current Saab generation of hardtops looks disappointingly generic next to the distinctive hatches of yore. In black and with its sport accoutrements, however, the sedan is a tidy but purposeful-looking package.The visual impact garnered not a few "Gee, that looks good, what is it?" comments from the uninitiated of both sexes — none of whom, to the best of my knowledge, has ever deployed shampoo in a professional capacity.Within, Saab's trademark of subdued stylishness prevails, the beige leather upholstery on our test car tarted up tastefully with black inserts. The wheel is good to hold, though the silver pretend-metallic accents are too obviously plastic, as are the wands and centre console.Indeed, fit and finish is wanting next to, say, Audi. None of it is exactly fragile, but neither does it imbue you with confidence as to long-term durability.Then there's the $72,400 price ($69,900 for the manual). Not bad in isolation, but rather steep when the same dough can get you into a German sedan. Or a fast, top-end Soob or Mazda, with about 20 grand change.As a driver's car, the 9-3 Aero V6 can't match any of them. But as a statement, plus as a gratifying and good-looking ride, it ticks the boxes that see Saab retain a loyal core of customers.Now to win promotion to the top league.

"Pack light" was the advice, given the photographer was destined to use almost all of his luggage space quota with his camera equipment. The MX-5 two-seater is 3995mm long and is short on storage space – that much is blindingly obvious.But what is not as clear is the superb dynamics and driving experience in the slick little convertible.It was this I wanted to exploit – most definitely for my own enjoyment. After all, if I'm to going to buzz around some of the hottest holiday destinations in South Australia watching and writing about how much fun others are having, I want to enjoy myself ... and driving the MX-5 delivered the goods. Fellow CARSguide writer Stuart Martin – a man whose stature is not particularly matched to the cute and sleek little MX-5 – warned that some women might throw me a strange sideways look when they saw me behind the wheel.It has something to do with the car's lack of masculinity. Big on brawn it is not.Martin has given up trying to sway his at-home boss that the driving experience of the MX-5 builds on the superb dynamics and feel of the old one. Myself, well, I had no problem with my domestic leader calling it a "girl's car" – I'm comfortable with my masculinity and even more pleased she had no desire to steal the keys and that enviable driving experience from me. Off the line, the 1090kg Mazda isn't super quick. The two-litre in-line four-cylinder engine throws out 118kW of power with 188Nm of torque, driving it from 0-100km/h in 7.8 seconds. But it is the cornering ability of the MX-5, the ease at which it can be thrown through the twists and bends and how it hugs the road even when pushed. That is what puts it in a fancied league.Drop the soft-top and there's an element of "look-at-me" fun to be had also, although that tends to attract those strange looks from women I spoke of earlier. They're just jealous.The fact I found myself asking where the rest of the car went each time I looked in the rear-view mirror has a lot to do with how good this car is to drive.The saying "good things come in small packages" is only too true when it comes to the MX-5. Don't be mistaken – there's a lot packed into this little parcel.Something which could be easily overlooked – but not on a long trip – is the fuel efficiency achievable while having all this fun.Combined city/country driving tests put the MX-5 consumption, for the six-speed manual, at 8.5 litres/100km. It was stunningly obvious just how frugal this setup is when the 333km trip from Naracoorte to Adelaide barely troubled the fuel-gauge needle.The manual shift furthers the driving enjoyment. The short sports stick, offering clean and quick gear changes, is typical of the MX-5 controls and switch gear.All the controls – from the indicator stalk through to the radio and CD player controls on the steering wheel – are set up to meld the driver with the car.Mazda calls this the principle of "Jinba Ittai" – rider and horse as one. Handling has been refined so it is so intuitive that it feels like an extension of the body, and balance and harmony, the most complex of feelings, come together to create the ultimate Zoom-Zoom. The new MX-5, we're told, was engineered and designed around the Jinba Ittai idiom instead of specific, unemotional performance targets such as the time required to accelerate to 100km/h.The comfy leather seats continue that marriage of car and driver. The fact those seats in the road-test model were in a somewhat disturbing terracotta colour was something I was willing to deal with to enjoy the ride.It is fair to say some sacrifices have to be made in order to enjoy the MX-5.There's the space issue for one, and also the fact envious women – and uneducated men – will refer to it as a girl's car.So what, I say. Let the name calling begin.PADDLESHIFTS and an extra cog are just the beginning when it comes to the new MX-5.Where the second-gen drop-top had to make do with something of a slug in the auto gearbox stakes, the new car looks set to up the rate of sales of the auto significantly.While the speed of the shift is not likely to frighten the engineers at Ferrari, its shift quality in auto or manual-change mode is slick.Dawdling around in traffic with the selector in D, the other qualities of the car – taut frame, extra room, quality fittings and an easy-to-operate manual roof – can be admired without the distraction of gear changes.Its a bit like cheating when a lightweight with great on-road manners and a sweet four-cylinder changes gears on its own.Flip the lever to the left and the decision is back with the driver. It will hold gears in corners at high engine revs, something many "sports" cars refuse to do, and the accurate throttle makes the whole package a joy.– Stuart Martin

The cute little Pug completely negates any high performance aspirations by having a drop top.It all boils down to what you want to do.Fang around in your turbo high performance sporty car and you'll lose your licence or adopt cruise mode in your Peugeot 206CC with the roof off and bathe in the warm temperatures and the style of the car.At holiday time, there is no question – basking wins hands down.There is always a race to see who drives the Pug and the roof hasn't really been on, day or night for about a month – unless it starts to rain.Then, the fast operating metal roof slots into place and it's like a hard top coupe.Thankfully, there's adequate boot space even with the roof folded. The CC is a small car but available space has been optimised except in the rear seats which are kiddie-size. At a pinch, they can be pressed into service as large leather clad storage bins.There's a full array of luxury and safety equipment plus the security of having a metal roof and not vinyl.Though there is some "romance" attached to a vinyl soft top, they are somewhat lacking in security and strength terms.The 206CC has tidy manners and is not averse to cornering fast, even on rough roads. Peugeot sorted out suspensions decades ago and the 206CC is a beneficiary. It's comeptent and comfy.This is a 1.6-litre model with a four speed automatic behind it – a great combo for city driving and pretty good out on the highway especially if you use the sequential shift mode.While not as frugal as the Peugeot 1.6-litre turbo diesel, the petrol engine in the CC is impressive. You won't be contributing hugely to government or oil company coffers. It looks great, roof up or down with a cheeky face and pert rear end.

The Japanese carmaker could have played with the styling or the mechanicals, but thankfully, the Z-team has seen fit to let the chiselled two-door coupe and convertible remain, aesthetically at least, largely unchanged.It already had plenty of power, a strong chassis package and an uncompromising attitude to issues such as luggage and long-legged drivers. We recently took the first of the refreshed 350Z models, destined for Nissan showrooms in the early stages of next year, for a drive in Tasmania.Topping the list of changes is the increase in power from 206kW to 221kW for manual models - the same as the 35th anniversary model released this year - but with a decrease in torque to 353Nm at 4800rpm.Improvements to the intake side of the engine, including larger air ducts and revamped valve-timing have increased the power. The auto models are all powered by the 206kW/363Nm version of the engine, which previously propelled the entire range.Some of the most noticeable changes have been made on the multi-link front and rear suspension, while the power-steering assistance has also been modified.Nissan product marketing manager Michael Hayes says the changes have been in response to worldwide customer feedback."There's been quite a number of enhancements. A lot these are customer-driven," he says. "The idea of the 06 car is to make it a more driveable and liveable car on a daily basis."The new speed-responsive steering-assistance system has been inherited from Nissan's Infiniti range. Ride quality is up but not at the expense of the handling - if anything, the slight reduction in firmness gives the Z a less nervous demeanour, which was noticeable on Tasmania's wet roads.Where once the Track was a little uneasy on less than perfect roads, as well as being prone to skatey behaviour in the wet, the re-tuned suspension's extra compliance has calmed the ride and honed the handling.The growl of the drivetrain has been retained - as has the considerable pace - but it feels less harsh than its predecessor. The Roadster lets some flex through the steering column but feels strong, although it misses some of the Coupe's zip thanks to extra kilos used in reinforcing for the absent roof.Nissan says the 18-inch alloys (now standard range-wide) and front bumper have been redesigned, although at first glance you'll miss that, with the addition of xenon headlights and light-emitting diode (LED) rear tail-lights. The cabin has been given the once-over, with the interior designers adding more aluminium trim accents, soft-feel materials and putting audio controls on the steering wheel. Standard features across the range include heated, power-adjustable, leather sports seats, climate control, a seven-speaker Bose sound system, power windows, door locks and mirrors, dual front and side airbags, curtain airbags in the Coupe only, cruise control and drilled aluminium pedals.The Track variants get Brembo brakes, vehicle dynamic control (VDC) on both Coupe and Roadster variants. On Coupe Track cars, there is also a front spoiler, under body diffusers and a rear spoiler.Nissan has also increased the size of the brakes on Touring models, with 320mm front discs and 308mm rear discs. While storage space was never a big selling point of the Z, Nissan claims additional storage including a card-holder, cargo net at the bottom of the front passenger's seat, bottle holders in both doors and larger door pockets.The 350Z line-up will have five models. The Touring Coupe is available with the six-speed manual for $62,990 - up by $3000 - or the five-speed auto for $64,990.The manual-only Track Coupe will rise in price by $2000 to $67,990, while the Roadster will be available in manual Track or auto Touring spec for $73,990, a rise of $3000. Carried-over features include a traction or stability (on the Track) control system, limited-slip rear differential and dual exhausts.The Z sports coupe has been sold in more than 95 countries and has sold about 1.6 million units worldwide since it was launched in 1969. The current fifth-generation Z has sold a total of 160,000 units globally since July 2002. Australia is fifth largest for sales behind the US, Japan, Germany and the UK. Nissan has refined the 350Z just enough to give it nicer day-to-day manners without losing its abilities.

Sales in the UK are through the roof, there's a diesel available and a biofuel (ethanol) car is popular in Sweden. Costs are under control, more models are filtering though and the Swedish outfit looks like going into the black soon.It would be handy tapping into GM "the world" for what you need to produce cars.The latest Saab 9-3 Aero fully capitalises on this global "blessing".The chassis is from Opel, engine from Holden, auto gearbox from Aisin in Japan, turbo from Mitsubishi, and the whole box and dice is put together in Sweden. Talk about a hybrid and I don't mean petrol/electric.In a departure from previous high perform- ance 9-3 Saabs the new Aero runs a V6 engine, not a four pot.Turbo charging remains part of the equation as does taut dynamics, big wheels and brakes and more than a little luxury.Two models are offered: a four door sedan and the sexy convertible both with the same powertrain.The engine is a 2.8-litre version of Holden's Alloytech 3.6 but there the similarity ends. It is a far better mouse-trap than the 3.6 donk offering strident performance, a stirring exhaust note and gratifying response straight out of the blocks.The six speed auto transmission further improves matters but is let down by misplaced sequential change buttons on the steering wheel. It goes better in D anyway.A six speed manual is also available.Drive is through the front wheels, tamed by various electronic systems including electronic stability program (ESP).The 9-3 has a five star crash test rating including the convertible which was the first drop top to be so highly rated.Performance is impressive from the 184kW/ 350Nm V6 which features a water cooled, twin scroll turbo charger _ one scroll per cylinder bank. There is no turbo lag and maximum torque comes in at around 2000rpm. The all alloy engine also has variable valve timing.At 6.7 seconds for the 0-100kmh sprint, this is the fastest accelerating Saab ever.It is also one of the best mannered thanks to subtle refinements to the chassis, suspension, steering and brakes.Mindful of the type of person who'd buy an Aero, the new model has high thresholds of electronic intervention. In other words, the ABS for example doesn't intervene too early to over-ride a driver's skill.The car actually looks similar to the previous model but has wide spaced, big bore dual exhausts and other minor body alterations. It's a good looker and practical too with plenty of room for four adults even in the soft top convertible.The interior is mildly revised too with a cockpit style console surrounding the driver and comfy seats in leather of course.Creature comforts are extensive and include heated seats, an impressive audio system and park assist, glovebox cooler, rain sensing wipers to name a few.The new Aero is great from behind the wheel rewarding drivers with pin sharp responses and a feeling of solidity lacking in previous Aeros. It has incredible grip in corners and sits flat while absorbing road irregularities. The steer- ing is quick and the brakes are powerful.Exterior styling is toned down from Aeros of the past but still looks sporty and classy but where is the rear wing?Prices start at $69,990 for the manual sedan rising to a heady $92,400 for the auto convertible.

It's a steering wheel in leather and it, in turn, is attached to a car that for the first time in my life I will term as the automotive equivalent of gorgeous.Which is like the ethereal, out-of-body euphoria akin to your first date.Which makes the first date so memorable, and its translation into the first drive of Aston Martin's drop-top Volante.If somebody ever gets blase about cars, or grows green and rejects the excesses that come with fossil-fuelled transport, let them drive an Aston Martin.Like Marie Antionette reputedly calling for the masses to eat cake in response to reports the starving Parisians had no bread, the answer is Aston Martin.This amalgam of aluminium and a few of its alloys, a bit of rubber, some cows left too long in a Scottish paddock, and a 100 litres of the last remaining skerrick of fossil fuel is simply so good that it deserves bottling.On the road with the vinyl roof firmly sealed, the Volante is a coupe.The ride is quiet, cocooned and the forward motion is insulated in a manner expected of people who have too little time to worry about the nuances of traffic management.For those who appreciate this mobile distinction from the outside world, buy the coupe. Or a Holden Statesman.Drop the elaborately and hand-stitched fabric roof, however, and you return to the real world.In a car that brazenly advertises the death of acres of cows, the driver mysteriously doesn't die at the hands of animal libertarians.As it sucks the very lifeblood of every future Grand Prix champion, no grandparent stands in the way of an Aston Martin getting refuelled.It's just that type of car.Mechanically, this is a symphony of sound and the brutal meshing of various metals that live in a hostile environment of near-boiling oil and noxious gases.Its life surrounds its heart, a six-litre reciprocating engine with an outrageous 12 cylinders.This high-pressure pump drives through a six-speed automatic gearbox and, ultimately, the rear wheels.In between all this, the fragile driver hangs on. Listening, appreciating and, in some cases, close to wetting himself.Let all this go and the Aston Martin is a slingshot that isn't really made for the containment of suburbia.It'll rush to 3000rpm so quickly you thank its automatic gearbox.A blink or two later and it's closing on 7000rpm and you notice that the sound around you has changed.From the barking bass, the Aston senses higher revs and changes the baffles in the exhaust pipe so it changes pitch.Now, it's a scream in the higher register, mixed with the complaints of the mechanical components, so the sound is more urgent and more readily raises the hairs on the nape of the neck.There is no relaxing its mood, though on a more deserted road the paddle-shift changes on the steering wheel refrain the car's potency.Or you can just play numb and press big, draught-size discs on the centre dash that allocate the required gear. P for Park, R for Reverse, N for neutral and D for Drive.Oh, and the other one centering this quattro which is the press-button starter. Gorgeous.It starts with a bark, then has so much torque that it will simper off to the shops with madam in tow.One glance at the dashboard will show madam that despite this being merely an engine with room for two humans, the decor is surprisingly tempered.There's hand-stitched leather in a light tan and mahogany veneer in a burred chocolate flurry. Alloy-coloured trim shows the sporty nature of the beast, with suede for the inner layer of the electrically folding roof.There are beautifully tailored rear seats in which no child can sit.You can fit virtually nothing in the boot of any worth to an executive who can afford this car. Which doesn't appear to matter much.The passenger seemed happy, as did the ability of the Linn sound system to whack out 950W. Enough, I believe, to power a small town. I think that's gorgeous.