Convertible Reviews

Holden has its HSV, Ford their FPV, Mercedes-Benz their AMG.Now American car company Chrysler is introducing us to SRT. We are the first country outside North America to get them.SRT stands for "Street and Racing Technology", not street racing technology. In these days of anti-hoon legislation that "and" makes an important distinction.The first SRT-branded vehicles to hit our shores are the Crossfire Coupe and Roadster SRT-6.As if the standard Crossfire wasn't sporty enough, this model receives the benefit of Chrysler's extensive motorsports, Dodge Viper development and Mopar Performance Parts expertise. That's the "racing" part of SRT.That means a hand-built 3.2-litre, supercharged V6 engine with 246kW of power, up a whopping 86kW on the "base" model, and 420Nm of torque, up 110Nm.There is much more to this German-built autobahn buster, such as race-tuned suspension, a bigger fixed rear wing, SRT badging and trim details and sportier seats, all for an extra $16,000.The standard Crossfire was a competitive package at $69,990 for the Coupe and $75,990 for the Roadster against the Mazda RX-8 ($54,465-$63,030) and Nissan 350Z ($59,990-$73,790).But at $85,990 for the Coupe and $91,990 for the Roadster the SRT-6 is a cheap and attractive option for those seeking a real exotic gran turismo road machine, like the 206kW Porsche Boxster S at $139,500 or the 170kW BMW Z4 ($86,000-$88,600). Especially since it is basically the AMG engine, chassis and more from the previous-generation Benz SLK roadster. And remember, the previous model SLK 32 AMG with this engine cost $154,000.Some may say it looks even better than the SLK in its American-designed skin. I'm not a keen fan of American automobile design — too detailed and flashy. Yet it was love at first sight with most of the Crossfire . . . it took a while for the "creased" bonnet to grow on me.Now I appreciate its distinctive look. Those crease marks up the bonnet and down the side are the sorts of lines cartoonists draw to make cars look like they are going fast. Not that it needs crease marks to look quick. Try 0 to 100km/h in 5.5 seconds.But all that go without whoa would be simply antisocial, so SRT uprated the brakes to 330mm/300mm ventilated discs with dual calipers front and back.Likewise stomp without handling is useless, so this one gets super-stiff suspension to match the supercharged firepower beneath the bonnet.The suspension set-up was tested on the autobahn, race tracks and high-speed ovals (that's supposedly the "street" part of SRT), but it obviously wasn't tested in the back streets around my place where the speed bumps grow like mushrooms.So taut are the suspenders that you can take the speed bumps at a reasonable clip without scraping the low front dam because there is simply no give in the springs.That translates to a bone-jarring ride through the ultra-firm seats. And in the Roadster I drove it also translates to a lot of shake and rattle without the roll.The Roadster actually has "softer" spring rates than the Coupe SRT, so that must be a real fillings rattler.That harsh ride is rewarded on smooth surfaces where speed and adhesion go hand in hand with the electronic stability program to save you from instantaneous trauma when you touch the loud pedal and tweak the wheel.All round, a great muscle machine in an attractive package.My only complaints are no sound system controls on the steering wheel and volume on the left of the stereo, plus flimsy plastic switches and knobs that are typical of all Chryslers.

Drawing alongside as we cruised down the motorway, he wound down his window to find out exactly what kind of car it was that we were driving?Of course he could see that it was a Chrysler Crossfire, the soft-topped roadster to be exact – but that's all he knew."It's the SRT," I shouted back, struggling to be heard above the roar of two high perform- ance engines."What's that mean?" he asked."246kW," I shouted back."Oh . . ."The SRT (Street and Racing Technology) is the supercharged, high performance of the car. Chrysler's equivalent of HSV.It's good for 250km/h and will tear from standstill to 100km/h in an amazing 5 seconds flat.That's very quick.It's faster than any HSV and, in fact, faster than a Porsche Boxster S which at $132,500 is considerably more expensive and doesn't perform anywhere near as well.The Porsche at 206kW is good for 5.5 seconds but is not speed limited to 250km/h the way the Chrysler is.The Coupe is a bit slower again.Did I mention the Crossfire Roadster SRT costs $91,990 ($85,990 for the coupe)?SRT is the mob that brought us the scintillating Dodge Viper a couple of years back.It was created to boost the performance image of Chrysler, Dodge and Jeep vehicles and it has done a pretty good job of doing that.To go with the Crossfire, there will be SRT versions of the Grand Cherokee and soon to be released Chrysler 300C.The supercharged SRT engine produces 53 per cent more power than a standard Crossfire.The cars are built in Germany and the hand- built 3.2-litre Benz engine is paired with a five- speed sequential auto.There's no manual and after driving the car, we can say truthfully there's no real need for one either.With 420Nm of torque to play with, the quick changing auto does a superb job of getting the car mobile, with a nudge sideways for quick change downs.If the original car didn't turn heads (we've never been able to work out why), this one is certainly going to make performance hungry Aussies sit up and take notice.Of course there's a stiffer ride and less understeer to go with all this extra power, plus some huge 19 inch rubber and a neck-snapping set of dual piston brakes front and rear.Keeping it all glued to the road is electronic stability control.All we can say is thank God someone is producing cars with character.Car watchers be warned, however, there's not much to distinguish the car from the standard one, apart from a small SRT badge and large fixed rear spoiler. 

Attracting a $16,000 premium over the normally aspirated model, the new SRT-6 boasts a hand-built supercharged 3.2-litre V6, which produces 246kW of power and 420Nm of torque. The AMG-built engine (the performance arm of Mercedes-Benz) was previously in the Mercedes-Benz C32.The SRT-6 features a helical supercharger and delivers 90 per cent of peak torque from 2300rpm to 6200rpm. The upgraded tiptronic-style, five-speed auto provides a great drive but lack of a manual option is lamented.Gear changes are smooth and swift, but on some occasions, in traffic for example, the gearbox was left hunting. Along with extra performance, SRT cars were created to boost the image of Chrysler, Jeep and Dodge. The US has 10 SRT cars including a Dodge Charger SRT-8, Dodge Viper SRT-10, Chrysler 300C SRT-8 and Jeep Grand Cherokee SRT-8. The ideology behind the SRT badging focuses on five main cues: powertrain, ride and handling, braking, exterior, and the interior appointments.The SRT-6 costs $85,990 for the Coupe and $91,990 for the Roadster.The SRT-6 has stiffer suspension for a sportier ride and reduced understeer. The spring rates have been significantly increased and the suspension uses performance-tuned damping and a gripping compound on Crossfire's high-performance Z-rated tyres. The electronic stability program (ESP) is less intrusive than the base Crossfire.Power is at a premium – put your foot down and you are up to 100km/h in a little more than five seconds. But, with the ESP system off in the dry, minimal acceleration causes the car to kick sideways despite the huge 19-inch alloys on the rear.The SRT-6 has internally ventilated disc brakes on all four corners with dual-piston calipers on the front and rear, which Chrysler claims equates to a braking distance of just 35m from 100km/h to zero.This car looks like a high-powered performance machine. The most noticeable feature is the fixed rear spoiler, which replaces the pop-up, pint-sized one on the base model.The more aggressively styled front spoiler reduces lift and enhances vehicle balance, while providing greater cooling airflow.The SRT-6 sits on 18-inch alloys on the front and 19-inch on the rear.It is available in four colours: sapphire silver, graphite, black and aero blue.The race seats are a little hard but are supportive thanks to the suede inserts and bolsters, and feature the SRT-6 logo on the headrests. Other than grey stitching on the seats and steering wheel and a new 320km/h instrument cluster, the interior is the same as the base model. However the lack of a full-sized spare wheel is a disappointment.The fabric top on the Roadster test car is partially electric. To release the roof the occupant must pull down a lever before the electronic system will engage. While it may be the middle of winter our unseasonably warm weather meant the top could be dropped without the outer extremities turning blue. The heated seats were nice and cosy, but with the windows up and the roof down it is still necessary to don a hat to stop the hair flying in the driver's face.The sound system incorporates a 240-watt digital amplifier (six speakers including dual subwoofers) and pumps pretty hard.

There's a contradiction in badging such an elegant and capable car with such a contrived and clumsy word. Previously, the purist's option was to call the car a 986 - a model code within Porsche.Now there's a 987 Boxster and you might need to be a purist to tell it from the 986 because Porsche has gone to a lot of effort to give the impression that nothing has changed.Put together, the two cars are like one of those spot-the-differences puzzles in a magazine. The main external changes are new headlights, larger tail lights and a differently shaped air intake for the mid-mounted engine.But despite appearances, every panel has been changed.The 987 is a larger car with a roomier cockpit and a stiffer body, says Porsche. It brings the Boxster up to date with side airbags, curtain airbags and electronic stability control. Aluminium front and rear boot lids, lighter sound-deadening materials and no spare wheel keep weight about the same as the previous model.The differences are more noticeable inside, where a new classier cockpit picks up on some of the themes and switchgear from the Cayenne SUV. There are so many custom trim combinations possible it hardly seems worthwhile describing the particular scheme of the test car - an unforgettable shade of terracotta pink. But whatever the colour there's a feeling of quality and the timeless look of stitched leather.The base Boxster at $107,400 lacks some of the standard features you might expect for this price, such as steering wheel audio controls and heated seats, both available as heftily priced options.The instruments are the traditional Porsche cluster with a central tachometer dominating and an undersized speedometer off to the left. There's also a digital speed readout in the bottom of the tacho, which becomes your main reference because the analogue speedo is fiddly. The dashboard now incorporates navigation and mobile phone systems more easily than the original cockpit and, in what many will see as heresy, there are two cupholders that spring out from a hiding place above the glovebox.Porsche clearly has no illusions about what a large proportion of Boxster owners use their car for - a look-at-me commuter. But that's a role it fills graciously. With the low seat of a true sportscar it's never going to be easy to get in and out, but ride is surprisingly compliant and the clutch and gearshift are as light and easy to use as those of an Asian-made city car.The Boxster's manual transmission has only five speeds, which on paper seems a little mean when six speeds are increasingly common in this class. But its delightful shift action and the perfect positioning of the pedals means all is forgiven within a few kilometres.Despite its 176kW, the 2.7-litre flat-six is happy to purr around town although it does so with a sense of drama. A deep and guttural engine note emanates from just behind the driver.In true sportscar style, it only really gets going at high revs, dropping the mask of civility and bellowing once the tachometer rises over 4500rpm.While there's no shortage of power at the top of the dial, the Boxster does tend to have only two speeds: moderate and maximum attack. A little more mid-range torque would be nice for occasions when you only want to press on a little. From all accounts, the more powerful Boxster S solves this problem and also offers a six-speed gearbox.But Porsche understands what some pretenders to the sportscar throne don't: power is only one ingredient of a great car. The Boxster's highlight is its steering. Unencumbered by front drive or the weight of an engine over the front wheels, the steering rack is able to direct subtle messages to the driver's palms about how much grip is available and how much steering angle is needed.Whether this makes any difference to a car's handling is debatable but it makes it enjoyable to drive. For weighting, accuracy and feel, the Boxster's steering is as good as it gets. A new variable ratio steering rack slows the steering a little at straight ahead for easier motorway driving but doesn't detract from its qualities.Suspension tuning is equally impressive, with a fast initial reaction to steering movement, abundant grip and a talent for adjusting cornering attitude with the throttle. Yet none of this is achieved at the cost of stability or as mentioned earlier, ride.The car is sharp but never harsh and cohesive to the extent that it's just as enjoyable pottering down to the local shops as on a mountain road. The powered cloth roof needs to be unlatched before folding but a useful touch is its ability to be raised or lowered at speeds of up to 50km/h. The Boxster is draughty with the roof down - those heated seats were sorely missed but with the roof up it becomes a cosy little self-propelled tent.Boot space is never a strong point of roadsters, indeed having room only for a toothbrush and pair of sunglasses is part of their carefree image. But with two boots, the Boxster is slightly more practical than most.It has a shallow rear compartment behind the engine and a narrow but deep front boot reminiscent of the old Volkswagen Beetle. Two people could pack for a weekend and maybe even take home a few bottles of wine.But they'd better not get a puncture because the front boot space comes at the expense of a spare tyre.But just as charming people often get away with oversights others would pay dearly for, so do charming cars.And the Boxster is motorised charm at its most potent. We're smitten. If it were any of us signing the cheque we'd happily take the chance of one day using an aerosol inflator instead of a spare for the promise of enjoying every other time we got behind the Boxster's wheel.Verdict:

Sitting behind the finely shaped high windscreen I felt like the queen of the highway and attracted a royal amount of attention the inexperienced convertible driver is unaccustomed to.Just kick back and enjoy the smooth ride because this model is a little sluggish out of the blocks.However, who is in a hurry when you are driving a convertible?There are no difficult levers to contend with and concerns about lowering the roof and enjoying the sunshine as I prepare for a leisurely drive up to Palm Beach are allayed by the automatic button on the dash. The roof is an entertainment feature in itself.In one smooth, elongated flick of the convertible roof switch, the elegant Saab-design removes the top within 20 seconds – but don't try and make the transition while the car is on the move. The ever-sensible, safety-conscious Swedes have made the process a strictly stationary manoeuvre.The car has a host of standard safety features including anti-lock brakes (ABS) and side door anti-intrusion beams. There's airbags for the driver, and front passenger plus side (thorax) airbags in the front. The front passenger seat belts also have pretensioners.The LED information display on the dash provides the driver with myriad useful information from the time and outside temperature to safety messages and audio details.Reverse parking is a dream with the automatic distance estimator and warning alarm letting the driver know when the car is getting a bit too close to that shopping centre pillar or Lamborghini parked behind.Driving a key-less car was a new experience but once you get used to the feel and ease of the plastic wedge that slides into a central console to turn over the engine, you'll never look back.Using the audio system is enhanced by the convenient steering wheel controls that allow radio station changing without lifting your eyes from the road.The car's interior is spacious. There is plenty of room in the cabin and passengers in the back seat won't feel too cramped.The plush leather seats are particularly comfortable. And with the roof up, you feel like you are driving a regular car.Surround noise is minimal. The boot packs a picnic basket, enough luggage for a weekend away or a week's worth of groceries comfortably but space is reduced dramatically when the top is down.Other surprises include pop-out drink-holders and a curiously large glove box fit to contain whatever takes your fancy.The automatic model is priced at $69,400 or $66,900 for the manual.The linear convertible comes with an optional Linear Luxury Pack that will set you back another $4000. That includes a remote alarm, a six-disc in-dash CD stacker and electric front seats.It also includes the parking assistance.The Saab 9-3 convertible is a very comfortable ride.But if it's revs and grunt you are after, go for something that is more responsive. The car is powered by a 2.0-litre low-pressure turbocharged engine and produces a moderate 110kW of power at 5500rpm.Its maximum torque of 240Nm is achieved from 2000rpm to 3500rpm.Sitting behind the wheel a driver feels secure and safe but its acceleration performance leaves a little to be desired.However, on the road car handles well, takes corners easily and manages the higher speeds well once the car gets there.It really hits its straps on the straight stretches of the freeway where driving is an absolute pleasure.There is something incredibly romantic about the Saab 9-3 convertible, just don't forget your scarf or driver's hat and head for the open road.

It is a car that is not sensible, not rational, not affordable and not practical.But if you just want to have fun, it makes all the sense in the world.It can be a droptop cruiser or a pocket rocket, and pretty much anything else depending on your mood. It has V8 stonk, Benz quality and a folding metal roof, though a $162,000 price means you won't be seeing one on every street corner.The SLK 55 AMG has been moved up and away from the sweet six-pack SLK 350, which we have already tested – and enjoyed – into a different sort of car.The baby Benz has been turned into a blitzer after a run through the AMG hot-house in Germany, which creates fiery cars out of all sorts of unlikely silver-star machinery, including the compact C-Class and even the four-wheel-drive ML.It has made its name and reputation with a string of V8-powered E55 stonkers, including a station wagon, and has really lit the fuse with its CL 65 coupe, which will top 320km/h.The SLK has just joined the line-up as part of a policy to put AMG muscle into every new Benz, including the svelte CLS four-door we are previewing on Page 16 of Cars Guide today.The baby droptop keeps its basics, including the folding metal roof and compact two-door cabin, but it is pumped out in every direction.That means a 5.4-litre V8 engine, 18-inch alloy wheels, leather seats, a nose that hints at the $1 million Mercedes McLaren SLR supercar, and a set of bulging exhaust pipes to let people see and hear that it's more than just a starter SLK.The package also includes a full set of airbags, automatic airconditioning, bi-xenon headlamps, rain-sensor wipers, DVD-based satellite navigation, a CD-stacker sound system and heated seats with a classy device to blow warm air around your neck.The technology in the car is impressive, with composite brakes to go with anti-skid control and brake assistance, 18-inch alloy wheels with 225 front and 245 rear rubber, power-assisted rack-and-pinion steering, AMG sports suspension settings and electronic stability control.The body has been upgraded with a deeper front spoiler feeding air to the oil cooler, a side air outlet, AMG side skirts and a small lip on the bootlid.The engine room is the action station, with a hi-tech V8 that has alloy pistons and a twin-pipe intake system. It punches out 265kW and 510Nm and feeds power to the rear wheels. It is hooked to Benz's latest seven-speed automatic, complete with touch-change buttons on the back of the steering wheel.Going by the numbers, the SLK 55 AMG will sprint to 100km/h in just 4.9 seconds, romps to 200km/h in 17.5 seconds and is only held back to a top of 250km/h by its electronics and Benz's "good neighbour" policy in Germany.ON THE ROADIt took a while to warm to the SLK 55 AMG. Five wet days on greasy roads and no chance to open the roof did not help.But when we talked to people about the car, researched what customers were trading and took it on a fun run, it came into focus. The picture was impressive.The SLK 55 AMG is an indulgent, brutal, relaxing, charming, confronting, rewarding car with many sides.It can waft as gently as a breeze, blast past slow-moving freeway traffic, make an impressive opening-night arrival, relax you on the commuter grind or turn Sundays into fun.We still believe the SLK 350 is a nicer car, and there are some people who say the SLK 55 is an engine looking for a bigger convertible, but you can't question its strengths.It is so quick in a stoplight run and it can turn a tiny tickle on the throttle into a V8 rumble that makes you smile.It is less enjoyable on twisting roads, where a Porsche Boxster or 911 would be preferable, and it does not have the sharp edge of a BMW M3 or the comfort of a new M6 coupe.The SLK is a coupe and a convertible and that means it covers a wide range of rivals.It is a point-and-squirt sort of car that tends to hop and skip over broken surfaces and often sets the traction control light blinking as it searches for grip, even with the AMG tweaking of the computer and its sports suspension and tyres.We are not fans of the seven-speed auto, even though it keeps the engine turning hard. We have been spoiled by the Double-Shaft manual in the latest VW range.If you line up the SLK 55 against rivals, it is a relative bargain, if you want only a couple of seats and can cope with a tight boot.THE BOTTOM LINEThe SLK 55 is a wild thing and it is hard to fight off. You want to rattle its cage just to hear the roar. It's like a sawn-off shotgun on wheels.

First it's the Ferrari Scaglietti test drive in bucketing rain, when the legendary sports car would have coped better with the weather if it had been a 4WD.Then, after a short break in the deluge, the Saab Convertible arrives just in time for another showery period.Fortunately, the fabric roof effectively repels the rain, which is to be expected given the Saab's near-$70,000 price.And the electrically operated hood goes up in about 20 seconds, even when the car is moving at up to 30km/h.This is Saab's latest Convertible and follows on from its ancestors by offering drop-dead styling and topless allure of particular interest to female buyers.The new model is a bit more rounded, a bit quicker, has better handling and, in the Linear 1.8T model tested, is more affordable.After the rain, the sun came out. Not too harsh, because summer in Perth will bake an unprotected driver.Although Saab calls this model a 1.8T, it is actually a two-litre. I don't know why.Under acceleration, it's a bit slovenly for the first few metres, but is a delightful performer in the mid to top-end bracket.From about 2500rpm, with the turbocharger just starting to sing, it wakes up and becomes a different animal.The engine is from the General Motors stable because GM owns Saab, but while the Convertible gets a good powerplant, it seems this component sharing is all one way.Wouldn't it be wonderful to have a Saab dashboard in a Holden? It is simply the best dashboard around as well as being communicative.The trip computer is simple to use and comprehensive, the night-light panel dimming is a brilliant feature for long-distance night driving, and the sound system is so easy to operate that it makes BMW's look like the switch panel in NASA's Space Shuttle.My daughter says the Convertible's seats are some of the best she's tried, though the lever that flips the front seat forward to access the rear is a bit awkward.There's sufficient room for two adults in the rear and the boot is a lot bigger than some convertible rivals.Roof down, the buffeting is minimal and the view unreproachable. It's best a night, when people can't see me and the cool air brightens my disposition.If you work late at night, coming home topless — the car, not you — in one of these is quite refreshing.In its latest guise, Saab has stiffened up the chassis to rid it of the minor scuttle shake that reared its ugly head in the previous model.It handles well — with confidence through the bends — and is especially rewarding in the country, where the undulating roads and sweeping corners suit the car's strong mid-range powerband.But it's not perfect. The visibility with the roof up is poor, especially to the rear three-quarter areas.The handbrake, stylishly incorporated into the centre console, can nip at your fingers when retracted.The Saab is also beautifully built — in Finland, not home turf Sweden — so it's quite expensive.But in ideal weather, it's a magic car to drive.

While it hasn't quite disappeared it appears to be in its death throes with little real chance of being saved. MG is the company that defined the sports car genre with its Midget series that dates back to 1928.The first MG was created in 1925, it was in effect a stripped down and tuned up Morris, but it was the Midget series which established MG's pre-eminent position in the motoring world.BUYING AN MG TODAYIt is a simple task to buy your own MG now, as there are lots around. There are also plenty of experts who can repair them and keep them running sweetly.And there are plenty of local suppliers who stock just about everything needed to restore or repair an MG. And, if a part can't be found locally, there are lots of companies reproducing parts in England and America.Before you buy, it's worth getting advice on the model you're interested in.Here's three to consider.MG TCIf any model really encapsulates the MG ethos it's the TC, which was really a pretty simple update of the TB.With a modest 1.25-litre overhead valve four cylinder engine, albeit with twin carburettors and a sporty camshaft among a number of modifications from the family car engine it's based upon, the TC's performance is spirited rather than sizzling.The exhaust note is one of the true joys of driving a TC and the gearbox is the other delight. A four-speed unit, it has the best shift of any car ever built.The brakes are dodgy by modern standards and it rides like a dray, but those criticisms quickly fade away on a sunny day when the open air is blowing through what hair you have left and the exhaust is resonating behind you.The TC was in production from 1946 to 1949 and some 10,000 were produced.MGAThe MGA was the first modern MG. Built between 1955 and 1962, the A had sweeping lines derived from a one-off streamlined T-Type special raced at Le Mans in 1951.While the A still sat on a separate chassis, it now had a 54 kW 1.5-litre BMC B-Series four cylinder engine and four-speed gearbox. But like all MGs it handled well.Top speed approached the magic 100m/ph (160 km/h) mark.An update in 1959 saw the 1.5-litre engine replaced by a 1.6-litre version and the front drum brakes were replaced with discs.The final update was the Mark II in 1961 which had more power and the top speed finally exceeded 100m/ph (160km/h). There were also pretty coupe and hot twin cam versions of the A. In the seven years it was in production, 101,470 As were built.MGBThe B replaced the A and proved to be the most popular of all MGs with more than half a million built between 1962 and 1980.The B was quite sophisticated, with wind-up windows and opening quarter vent windows, a useful boot and even a folding roof.The body was of monocoque construction with a hint of fins and it looks good even today which, is testament enough to its design.Its B-Series engine was stretched to 1.8-litres which pushed the power to 70kW and the top speed to around 170km/h.

"It's a Porsche, mate."These words from a father and his young son as they passed us in the shopping centre carpark.The one thing all kids learn to identify and all Dads aspire to own from an early age is a Porsche, and it goes a long way to explaining the appeal of these cars.One of the real eyecatchers in the Porsche range is the soft-topped Boxster sports car.The Boxster S is the more expensive and more powerful of the two models and our test vehicle was equipped with optional Tiptronic automatic transmission.At $132,500 plus $7000 for the auto it's a fair old ask, but then the Boxster isn't just any old car – it is after all a Porsche! 3.2-litre boxer engine develops 206kW/ 320Nm. There's plenty of power on tap, no matter what gear you're in. Five-speed tiptronic has manual change if desired, minus the clutch of course. There's no manual stick shift mode, just the steering wheel mounted change buttons. You can slip seamlessly between modes however. Can't understand the auto/Porsche thing. It takes all the fun out of driving. Slamming home a gear with your thumbs doesn't quite have the same feel. Change up is awkward too. Tiptronic lacks the fine control of a manual box, especially when pushing the car through a series of corners. It has an uncanny sense of anticipation, however, and seems to know when you've gone from cruising to more serious driving almost instantly. We can say unequivocally that one thing the car doesn't lack is power. Plant the accelerator and the thing hunkers down and takes off with a veritable roar. Handling is exemplary. The car carves up corners and will make a novice look good. Trade off is ride which is firm to bone rattling if you get off on to some back roads. Surprisingly economical with a claimed fuel consumption of 11.0L/100km in tiptronic form. We got 12.1L/100km from the 64-litre tank – of premium unleaded. Two boots fore and aft, but no spare in sight. Just a bottle of goo in case things go wrong. Getting in and out is a real pain. It's a long way down and the doors open wide, which can be an issue in narrow driveways.

A two model line-up, the 9-3 and 9-5, adds to slow sales of this quirky car maker.Sales activity remains lukewarm as Saab struggles to win more friends and generate growth here in Australia.The latest push to stimulate growth is by chopping some gear out of the 9-3 convertible and lowering the price entry point.A basement 9-3 Linear convertible is $6000 cheaper at $66,900, with the largely unwanted manual transmission — unwanted because about 90 per cent of convertible buyers go for the automatic with the sequential shift.A reduction in import tariffs introduced at the start of the year has contributed to Saab sinking the price.The 9-3 Linear is quite comfortable up and down the highway.It cruises along well and handles the stop/start traffic without a hitch. The ride becomes a little bit of a chore on bumpier roads but is quite compliant running down the freeway.By no stretch of the imagination is it a sports car, and the 110kW of power feels a little underdone off the mark.But it does gather pace with surprising diligence once it's up and running.There is the usual bugbear of body flex, a trait inherent in a lot of open top cars.This ragtop car is pretty noisy and the roar of nearby vehicles and tyre noise reverberates on some stretches of concrete on the M1 between Brisbane and the Gold Coast.Toiling up and down that freeway on a five-day test, the Linear was quite cosy — the seat warmers came in handy for cold take-offs on some crisp dawn morns.On the safety front, the Saab convertible is fully loaded, coming standard with ABS anti-lock bakes, EBD (Electronic Brake-force Distribution), MBA (Mechanical Brake Assist) and TCS (Traction Control System).The only safety feature which is an optional extra is ESP (Electronic Stability Program) which is standard on the higher specification Vector and Aero variants.What was surprising was the fuel range —on this run the 58litre tank was good for about 700km.The onboard computer calculated consumption to be slightly more than 10litres/100km for most of the trip, before it dipped underneath double figures and settled on 9.6litres/100km over about the final 150km of this 700km run.This Linear, which costs $69,400 in standard automatic trim, came with the $4000 luxury pack that also is available on the Vector model.For that you gain a six-stack dash-mounted CD player, both front seats with power adjustments, the driver's seat adds a position memory for three different settings, parking assistance sensors and an anti-theft alarm.In summary, the 9-3 convertible is a capable cruising car, meant to take in scenery on weekend road trips rather than tackling a point-to-point run with any pace.