Convertible Reviews

Hamburgers, though only very occasionally eaten, were totally out. No pies, fish and chips, milkshakes and even the beer was looking redundant.The sacrifice worked. Like the car I was to drive, the fat — well, a bit of it — had been sliced away to mimic the automobile as a work of minimalistic art.Which is an art in itself, given that Lotus started with one of the barest cars on the market — its Elise — and then cut, lightened and simply threw away parts until it produced a mechanical ultralight.The 340R is so named because Lotus intended to make a sports car with a formidable power-to-weight ratio of 340bhp a tonne. It actually failed to produce that ratio from the factory, but pacified the critics by making only 340 cars — which was Lotus's original plan.Though conflicts between the stylists and the engineers from Lotus and the British transport authorities meant that alluring power-to-weight ratio did notmaterialise on the showroom floor, a few owners did even better.This car, with its subdued alloy and black skeleton, has 352bhp a tonne.It is rare, not only because it surpasses the manufacturer's aims, but also because it is only one of three in Australia.Brought in by Lotus Cars Australia to be the display car at the 2000 Sydney International Motor Show, it was the 337th made. But if Lotus didn't fulfil its desire to build 340 cars, it could even be the last.It was also the only one imported into Australia that was fully optioned with the 145kW kit, carbon-fibre mudguards, techno-magnesium alloy wheels, removable steering wheel, and six-point racing harness.Sold after the motor show to a Sydney dentist for $140,000, it was bought by a WA lawyer in 2003. It's now for sale again.Since its journey to Perth, there have been further upgrades such as boosting power to 160kW at the flywheel and 140kW at the rear wheels.Together with some weight-saving components, it's enough to get this 340R from rest to 100km/h in a tad under four seconds. In perspective, that's faster than a Porsche 911 Turbo (4.2sec) and the Ferrari 430 (4sec).But it's also lighter — the test car weighs about 610kg and was 658kg out of the factory — and loses a few creature comforts. Like the doors, windows, roof, sound system, airconditioning, carpets, and so on.You learn to live without all that. If it rains, go faster. If the sun is burning your pate, wear a hat. If it's freezing then you're a whinger and don't deserve to own a car like this.It also has no numberplates, saving even further weight though that can cause some angst among the constabulary.The 340R was never built to meet Australian Design rules, so this one gets around to motorsport events on a 12-month renewable permit.The modified Rover K-series 1.8-litre four-cylinder engine — also used in various stages of tune in vehicles including the Land Rover Freelander, Rover 45, MGTF, Metro and Caterham Seven — sits behind the driver and pumps away through a close-ratio five-speed gearbox to drive the 16-inch rear wheels.The driver sits within a bonded aluminium chassis topped by a composite shell shaped something like a wedge-toed shoe.The seats are lightweight composite racing units to hug the body, and the cockpit side panels are translucent polycarbonate sheet, giving occupants a surreal blurred view of the passing road.Get in by sitting on the side panels, swinging the legs over and dropping into the seat. The steering wheel is tiny, the 8000rpm tacho glares back at you, the view ahead is clear and to the side, completely unobstructed. I'm feeling very vulnerable.The six-point harness is a pain for driving on the road, yet I note it clicks easily into place thanks to the previous week of dieting.De-activate the alarm and immobiliser, press the central alloy starter button and all hell breaks lose.Every blip of the throttle vibrates up my spine, the noise tears at my ears and the blast of hot air burns my neck.Release the light clutch and plant the alloy accelerator pedal to the floor, and the engine burble swells to a roar, then a scream.Then, with the tiny tacho needle closing on 8000rpm, slam the clutch open and flick the longish gearlever back into second. It fires forward again, the tacho needle dancing and the need for third gear coming up real quick.Brake for the corner, feel how light the front of the car is and deliberately pick an accurate line through the corner. That, says the owner, is important because it's not shy about flicking the tail out.Faster and faster around the racetrack, the 340R gets to know its driver. The tail comes up a bit, the nose starts to slide a fraction, but it's all easily controlled.Stop. Breathe. Turn on "launch control" — a computer-controlled method of getting this little beast off the line even faster.Click into first gear, plant your foot on the accelerator — don't worry, the computer won't let you exceed 5500rpm — then drop the clutch.Your neck takes up the slack in the acceleration as the computer ensures that the engine delivers maximum power with minimal wheelspin. Brilliant.Can I have a beer now, please?

An inherent problem with this body shape is that the C pillar is way back behind the front passenger and driver seats so rear passengers have easy access.But this puts the seat belt a long reach behind the driver's shoulder, hence the motorised "seatbelt feeder".The bottom of the CLK cabriolet range is the 1.8-litre supercharged model, coming in at the entry level price of $83,600.Despite being a little underpowered for hot heads, it copes quite well with the normal duties most owners of these convertibles will throw at it.No, it's not a track day car. It's a convertible for touring and enjoying the attributes of the Sunshine State.Still, put through its paces and you can enjoy the full output of the 120kW engine because the suspension is set up quite sweetly somewhere between sport and comfort.A not-too-interventionist electronic stability program lets you play, while a well-sorted chassis ensures that the usual scuttle shake of a convertible is no more than a scuttle "shimmer" and doesn't translate through to the steering wheel.And this convertible is rather quiet with its roof up.Saab set new noise level standards with its new triple layer rag tops and, without jumping from one to the other, this CLK doesn't sound appreciably louder.Outside, the CLK is smooth, with no fussy lines or awkward proportions.Even the tell-tale proud five-star emblem is missing. Instead there is a small flush emblem and an tasty oversized star in the grille.The rag top is taut and strong looking. Inside, it looks and feels like a conventional roof.The interior is typically Mercedes with a long list of appointments from mobile phone pre-installation to the multi-function steering which is elctromechanically adjustable for reach and height and can be memorised, together with the electronically adjustable seats.And with one of the best sound packages (six-stack CD changer and six speakers) yet put in a Merc you can even feel the bass warmly throbbing within the doors.

"The flat sixes are bullet-proof," he says "And if they do perchance need an engine rebuild, it's not as expensive as you might think.""They are engineered for racing and use the best designs and best quality components."And that is patently obvious when you jump into the new base model $107,400 Boxster.This is the kick off point for Porsche and it's absolutely engaging in more than performance and handling.The Boxster delivers on auditory pleasure, design purity, style, tactile function and any number of other fronts.Take the electric folding soft top for example. Where other makers use a halting robotic mechanism, the Boxster's roof folds in one smooth quick action lifting then closing the storage lid and folding the vinyl at the one time. It's a joy to watch if you are mechanically inclined.A new Boxster recently came onto the market with a familiar look that hides an all new vehicle. The styling has links to the previous model with subtle differences, more room, stronger chassis and extra features inside.Porsche has remained true to the sports car concept by refusing to use a metal folding roof on Boxster.Under the aluminium bonnet is a 176kW, 2.7-litre flat six cylinder engine that makes a glorious sound that gets better as revs rise. At redline, it's wailing away like a real GT race car.The five speed manual transmission is easy to use and accurately geared for the engine's torque. It's pretty quick too capable of putting down a 0-100kmh time in the six second bracket.Ride is surprisingly comfortable for such a focused car and the handling is astounding due in part to the mid-engine, rear wheel drive layout. Massive tyres, a wide stance and low centre of gravity all gel when you need it.Likewise the Brembo brakes and steering – fully dialled in for maximum feel and performance.And that's the best way to describe this exciting car – fully dialled in.

The CLK-Class in hardtop coupe, right, or soft-top cabriolet now includes Parktronic, a parking assistance system that uses ultrasonic waves to calculate the distance to an obstacle from the car and informs the driver by display and audible signal.CLK also gets Thermotronic climate control, a sophisticated automatic airconditioning system which can deliver separate distribution of air to each side of the cabin.Thermotronic detects pollutants such as carbon monoxide and nitrogen oxide, and automatically closes the recirculation flap if those levels are too high.Pressing a button engages a charcoal filter to absorb pollutants and odours.The air quantity and air flow can be individually controlled and metered by the front passenger, rear passengers and driver on the CLK coupe.The CLK cabriolet now gets heated front seats as standard – ideal for chilly but fine winter days in roof-down motoring.Mercedes-Benz E-Class sedan and estate wagon get the Parktronic system as well as anti-dazzle rear-view mirror as standard equipment.All C-Class models – sedan, estate and sports hardtop coupe – get the Parktronic and rain-sensing windscreen wipers. Variants starting with the C 200 Kompressor and above also get a leather-clad steering wheel and gearshift lever.It means Parktronic is now standard on C-Class, E-Class and CLK-Class models."The additional standard features for our CLK-Class, E-Class and C-Class models will increase the appeal of these vehicles for customers and provide them with added value," says Horst van Sanden, managing director of Mercedes Car Group for Australia.SMALL TORQUEThe sun setTHERMOTRONIC climate control in Mercedes-Benz models includes a solar sensor that gathers data on the sun's angle. It determines the seat to which the sun's rays are stronger and can adjust the temperature for this area without making other areas too cool.Perfect recall MERCEDES-Benz has been undertaking a worldwide recall. On six and eight-cylinder petrol engines built between June, 2001, and November, 2004, the voltage regulator and alternator are being checked and if necessary replaced. E-Class and CLS-Class cars built between January 2002, and January, 2005, get new battery control software. Braking systems on E-Class, SL-Class and CLS-Class built between June, 2001, and March, 2005, are being updated.

New-car buyers have never had such a wide choice of open-top cars, whether they are called convertible, cabriolet, cabrio, roadster or good old sports cars.This autumn, I've been driving the 2005 version of the Saab 9-3 Convertible, one of the most popular four-seat convertibles for many years.It is a magnificent start to the day on a fresh, clear morning to switch on the heated seat, put on a scarf, hat and jacket, maybe some gloves, turn on the heater to the footwell and set off.You hear the birds chirp, enjoy the aromas of a fresh morning in the countryside – or even the town bakery – as you pass. Yet all cosy and warm. Only a lick of cold air tickles the ears to remind you you're sitting in the open.(Sorry, back-seat passengers: being less protected by the windscreen than the front occupants, you get hit with more air – and your seat is not heated.)Provided the car is kept on the move, you can drive with the top down in light mist. Should that turn to rain – in the Saab, slow to less than 30km/h – press the button on the dashboard and the roof will emerge and lock itself into place even as you go slowly along.Saab now offers its 9-3 Convertible in three versions, introducing an entry-level model Linear, from $66,900 in manual transmission and $2500 more for the automatic (the car we drove) which is a five-speed with sequential manual shift mode. Its engine is called a 1.8T but it does have the same two-litre motor as the other variants, albeit with a lower pressure on the turbocharger. It produces 110kW of power and 240Nm of torque. Not enough to give jack-rabbit starts in the 1596kg car but having more than enough performance for a boulevard cruiser. The turbo works strongly on hills, enabling a good speed to be maintained when other four-cylinder cars would be falling back.The Linear convertible comes with leather seats (for four), 16in-diameter alloy wheels, the automatic opening and closing roof (it can be opened from the key fob while approaching the car), heated front seats, cruise control and rain-sensing wipers.Even this entry-level Linear variant gets a five-star occupant protection rating in EuroNCAP crash tests. It has pop-up rollbars at the rear should the car start to tip, as well as anti-lock brakes, front airbags and head-thorax side airbags for front occupants.Next up is the 9-3 Vector Convertible at $73,900 manual and $76,400 automatic, its turbo getting more boost to give 129kW power and 265Nm torque. It has 17in-diameter wheels, electronic stability program, sport steering wheel with Sentronic shift buttons if it's the automatic, dual-zone climate control and extra driving lights.Linear and Vector buyers should consider the $4000 Luxury Pack. It gives electrically adjustable front seats (with position memory for the driver's seat), anti-theft alarm, six-stack CD and rear parking assistance. The last item is important. Convertibles are notoriously hard to see out of to the rear when their roofs are up, so the parking sonar is well worth having.Top of Saab's range is the 9-3 Aero Convertible at $89,900 manual with six-speed gearbox and $92,400 in automatic. It is tweaked to 155kW power and 300Nm of torque and has a sports suspension with lower ride height, exterior aerodynamic and dress-up bodywork, two-tone power adjustable front seats, auto-dimming mirror – plus the items from the Luxury Pack are standard. Linear gets an on-off switch for the heated front seats. Vector and Aero versions have a choice of off, 1, 2, and 3 settings for seat heat.Rear-seat space is tightish but tolerable for adults, provided the front occupants don't have their seat shoved right back. The front-seat backrests easily fold forward to allow access to the rear.If the roof is up, there's more luggage space in the boot (352 litres) compared with the area taken when the top is down, leaving only 235 litres.The 9-3 Convertible retains Saab's ignition switch aft of the gearshift. One still marvels at the articulation of the pop-out cup holder.Scuttle shake is negligible. The slightest tremor is detected at first but after that it is not noticeable, this car being more rigid than earlier models.Lift the bonnet and you can find evidence of General Motors ownership of Saab, with some GM parts.On the road, the automatic eases along at 2200rpm at 110km/h. The trip computer showed less than nine litres of fuel being used for every 100km travelled for much of the time, although our manual calculations showed a very good 10.2 litres/100km at the end of our time.Going topless in winter can be comfortable as well as fun.

9 Feb 2004 Saab convertible impressesFind your own Saab 9-3 ConvertibleSee the Saab 9-3 Convertible Specs 

Which is a shame for Marianne Faithfull's tragic musical madame because Paris – and indeed most of Europe – is very convertible-friendly, thanks to a summer sun less severe than Perth's.Which is why the French are getting pretty good at making cars that survive the tortures of the city and yet let you get your head into the warm air.Peugeot did a steel droptop car in the mid-1930s, which it followed up with the more recent 206CC (stands for coupe-cabriolet, not corn chips) and 307CC.Now it's Renault's turn. The Megane CC is the second-generation model that replaces the smaller, 1.6-engined convertible which had a fabric roof.The new car is bigger, comes with a bigger engine, is heavier and has the folding steel hat.It is an exceptionally comfortable to drive, with good dynamics of handling. The engine is willing but though it's a perfect cruiser, it feels the body's weight when pushed hard.The boot is simply huge, which accounts for the CC's huge bum, but when the roof is up it shrinks to a shallow cargo area.Though the car has four seats, there's precious little legroom to fit any human in those beautifully sculptured leather rear chairs.Drive over uneven bitumen with the roof down and you will note some body shakes, indicating more chassis strengthening is needed. It's not bad, but it can be disconcerting.But the good outweighs the bad.The roof is actually a thick slab of laminated glass that has been heavily tinted.It comes with a shadecloth affair which, despite all good intentions, will still try to cook your pate on a long drive on a hot Perth day.It takes only 22 seconds to get the top off, though a cover within the boot must be in place before the electrics activate. It's this cover that allows room for the retracting steel hood and is responsible for the dramatic reduction in cargo-carrying space.The Megane CC has a lot of interesting features – the broad and spacious door pockets for water bottles and other stuff, the hidden spaces beneath the door armrests, the comprehensive trip computer, the moveable cigarette ashtray, the oh-so-comfy seats, and the clarity of the main dials.The engine likes to rev and delivers strong torque to encourage the four-speed auto to work the front wheels.The gearbox has a semi-manual mode, but this wasn't really the type of car to encourage sports driving.It also has an annoying pause before engaging first or reverse, but I've been told that delay is deliberate to minimise transmission damage.The steering is very light at parking speeds but it firms up on the highway. The brakes are over-boosted in typical Renault style.In fact, it's a nice drive and not overly complicated in the way that French engineers enjoy.The credit-card size ignition key is unusual, along with the stop/start button, though it works well and the plastic card is a lot easier to carry in your back pocket than a cluster of metallic keys.The Megane CC has a few rivals and is not especially cheap, though it is an alluring machine. Just don't bring the children.

The Mini is an iconic car that has holds huge appeal for both young and old alike and the cabrio version of the car should make many new friends.Mini Cooper Cabrio is priced from $35,900.The 1.6-litre four cylinder engine generates 85kW of power at 6000rpm and maximum torque of 150Nm 4500rpm. It is a willing worker but labours under the load down low.A five-speed manual is standard but our test car was fitted with the CVT auto. You get the option of D, Sport D or changing gears like a manual, either with the gearshift or with steering wheel mounted change paddles.The transmission makes the most of the smallish engine and the result is lively performance, provided you keep up the revs. But there's a bit of a lull before it gets going off the line.Like its hard topped sibling, the Mini Cabrio handles like a go-kart. Add in stability and traction control and this is one very stable motor car.We found the steering wheel change paddles easy to use, but the traditional gear shift was stiff during manual operation. You can flick seamlessly between the two and the transmission changes up automatically before redline is reached.The fabric covered roof is a snap to operate. There's no catches to release, just push the button and down it comes. Four buttons are located above the rear vision mirror, two for opening and closing the roof, the other two for operating the windows.The roof can also be operated from the remote and has a sunroof option which allows it to be opened halfway, providing a large 400mm opening. This can be done on the move up to a speed of 120km/h.Vision with the top up is limited, especially towards the rear. There's no B pillar but the C pillar more than makes up for this with a small rear window albeit a glass one. Add in some rain and changing lanes can be a bit of a lottery.In terms of parking, it's a good thing then that all versions of the cabrio get a parking distance sensor as standard.If you prefer travelling with the roof up, and most people who own a convertible would rather die than do so, airconditioning is also standard.Safety stuff includes ABS, Cornering Brake Control (CBC) and Electronic Brake Force Distribution (EBD), as well as a strengthened bodyshell that incorporates strong tubes in- serted into the A pillars and dual rollover hoops with integrated headrests behind the two rear seats.Not much room in the back seat nor in the boot for that matter, so this could be a consideration if size matters.Although it takes premium unleaded, the Mini is a light sipper.

Rather than a mid-life update, this model is new.Mazda promises that the MX-5, due in Australia in October, will still be as much fun and as agile as the original but with improvements, including a spacious interior.The new MX-5 has a fresh look, with pumped-out guards, slit headlights and a rounded bonnet that sits higher than the previous one.Many of the design themes, including the bonnet shape and flared guards have been carried over from the Ibuki roadster concept that Mazda showed at the 2003 Tokyo Motor Show, but are toned down slightly.Mazda wanted the new shape to look forward, but also to retain the theme of the original MX-5. The two-seater has become a cult car because it is simple, light and fun to drive, attributes that Mazda says will form the core of the new model."We are convinced this car is going to please the purists – the flock of faithful MX-5 buyers around the world – and attract new converts," Mazda research and development chief Joe Bakaj says.Some of the new converts are going to be taller and larger people who were too cramped in the MX-5 to enjoy it.Mazda has made the new car 4cm wider, 2cm taller and 2cm longer and increased interior space with more leg and shoulder room.So does this mean that the MX-5 is another Japanese classic that's got bigger and heavier?Not really. The body strength is increased (for handling and safety reasons) and the car is only 10kg heavier for a total of 1100kg.Because keeping weight down for a car such as the MX-5 is vital, Mazda used aluminium for several chassis parts, the bonnet and the bootlid and stayed with a fabric roof.It even resisted power operation, because that would have added weight. Even so, the new roof is easier to put up and down than the last and you don't have to worry about electric motors failing.To improve weight distribution, engineers moved the engine back 13.5cm. It still sits in front of the driver, but behind the front axle.The four-cylinder engine, up from 1.8 litres to 2.0, with variable intake valve timing, generates 118kW at 6700 revs and 188Nm at 5000 revs.This is down on the present mildly turbocharged MX-5 SE's output of 121kW and 206Nm, but Mazda steered clear of a turbo in the new car because it wanted it to have smooth, progressive power delivery.With four valves a cylinder, electronic throttle, a lighter flywheel and stiffer driveshaft, the car is more responsive to driver input.The engine hits redline at 6700 revs and engineers have tuned it to emit what they call a "powerfully resonant" engine note above 5000 revs.Mazda is making it clear that the new MX-5 is not about setting the best 0-100km/h time, and has not yet provided one, but is more about matching engine performance to the car, with handling a priority.Mazda has increased body stiffness and pushed the wheels farther out from the centre of the car, widening the track. And the distance between the front and rear wheels (wheelbase) is now 6.5cm longer, all of which should improve handling.The MX-5 uses the RX-8 sportscar's six-speed manual transmission, and a six-speed automatic will be an option.Optional side airbags will be offered for the first time.Pricing for Australian models is yet to be confirmed, but Mazda says they will not be too far from the present $43,690 model. Would you buy the new MX-5? We'd like to know.  

Sometimes it's a smiling sunshine hoot, sometimes it's a screaming supercharger hoot and sometimes it's a grip-and-go cornering hoot. There are times when it's all three.That's because the newest Mini is a convertible, a supercharged hot hatch and a baby luxury car. All for one and one for all.It comes towards the end of the first built-by-BMW Mini's lifecycle, with development of a second-generation car at full speed in Europe.To give the test car its full name, and please take a breath now to get through it in one go, it's the Mini Cooper S Cabrio with John Cooper Works Tuning Kit.What that means is it's the combination of the new Mini Cabrio with the power-up kit developed by the same Cooper-family company that did the fast-car fix-up on the original Mini in the 1960s.It means a $54,750 price and a list of special equipment that runs from the Cooper Works engine bits to rear-parking radar and a full leather cabin.The S Works Cabrio is the all-for-one car that puts the best of everything into the one package.The Works kit means 154kW from a supercharged engine that powers the car to 100km/h in less than seven seconds, and the Cabrio kit makes the Mini into a worthwhile four-seat convertible.The car's roof is essentially an electric folding cloth top. But there is much more to it.The conversion has been done without losing the benefit of rear rollover bars and a heated glass rear window.It has a fully automatic control system that can even be operated with the remote keyfob.It also doubles as a targa top with a sliding front sunroof panel.The marketing team at BMW, which has a great grip on what's best in the trend business, also ensured the Cabrio comes in all the right colours, with three choices for the roof fabric, and a wide range of optional equipment.Still, the basics are all you expect, including CD sound and leather trim, electric mirrors and air-con.The roof is operated from two switches at the top of the windscreen support. One allows all four side windows to be tucked away for a clean look.The John Cooper Works kit does the job in the engine bay with bigger fuel injectors and special engine calibration, modified valves, a stainless exhaust, uprated supercharger, modified cylinder head and a special air-filter housing.There is a discreet badge below the grille to tell people what is closing from behind, and one on the back.The Mini Cabrio goes up against all sorts of rivals, from the classic two-seat Mazda MX-5 featured in this week's middle pages to the metal-roof Renault Megane and Peugeot 307 coupe-convertibles.The VW Beetle Cabrio is in there too, in a droptop class that is growing all the time and even includes a value-added new Saab 9-3 convertible in the $60,000 range.ON THE ROADTHE S Works Cabrio is a ripper of a car. It's not for everyone, with an engine that screams and howls and pops, but the people who like it will really like it.It's also very hard to park, has a tiny boot, can be a bugger to contain and could be a long-term problem with so much mechanical and electrical complexity in the Cabrio system.But who cares when the top is down and you are sprinting into the sunshine?The driving enjoyment in the Cabrio Works is right up with the MX-5 and way beyond the thrills you get in a Megane or 307CC. The Beetle Cabrio barely moves the meter.The Cabrio Works' price is pretty meaty even without dipping into the extras list, and beyond its obvious rivals, but this is a car with extra appeal.It is nice just to fold the roof flat for a quiet sunset cruise, because the Mini is refined, comfortable and easy to use.Back-seat space isn't huge, but you can happily take friends along.The Cabrio is nicely quiet at all times, top up and top down, and the system works well. One button, no fuss.Some people would prefer a folding metal roof, but the Mini system is a good design.And we really like the sliding front panel, which gives you extra air and sunshine even if you don't want the full Cabrio experience.The quality seems a little better than that of earlier Minis we drove, without the driver's seat squeak that was so annoying at first, and we're still taken with the funky dashboard.The boot is a pain – even with the fold-flat rear seats – and we found it difficult to back the car with the roof up, and not much better with it down, because of the giant rollbars.But the John Cooper Works kit more than compensates, even if the fitted price puts $9850 on a Mini.It transforms the car into one capable of beating V8s away from the lights and really moving along a twisty road. But it's the way it does it, with excellent bottom-end pull and a surge all the way to the redline, that's so impressive.The hi-tech engine upgrade is well matched to a car with great grip and brakes, even if the steering wheel does jerk around in your hands if you push on broken surfaces.The six-speed manual works well, the steering has good feel, and the sporty suspension still copes with bumps.THE BOTTOM LINETHE S Works Cabrio is just the thing to have in Melbourne in GP week. It's great for a posing cruise but can still light up and go. It's a memorable car that should appeal to a lot of people who want something special that's more than a convertible.