Convertible Reviews

Knock the roof off but don't ever forget that you are on show to the world. Everybody – and that includes bike messengers – will be looking down on you, most with a degree of envy.And well may they be envious ... as long as you are the one gripping the fat little steering wheel there is little reason not to smile in one of these.At $44,900 the Mini Cooper S Cabrio is no steal. However, what price can you put on the sort of warm-and-fuzzy feelings that seem to accompany it? For basic, hands-on accounting purposes, the Cabrio brings everything to the table that the hardtop does – all the go-kart dynamics, great looks and stylish, modern interior fittings.As with its enclosed bretheren, the Cabrio offers a full suit of "personalisation" options running from a full John Cooper Works tuning kit – upgraded to produce a spanking 154kW Cooper S at $9850 – through to bonnet stripes and Xenon headlights.There are also rain sensor wipers, satellite navigation, automatic airconditioning, a range of 17- and 18-inch light alloy rims, a high-spec Harman/Kardan sound system with eight speakers, a wind deflector and more. There is also the choice of three colours – black, green and blue – to coordinate the cloth roof with 12 body colours.The folding roof is fully automatic and will drop in just 15 seconds either from a button inside the car or from outside, using the remote key fob. A feature of the soft-top is a two-stage deployment, which Mini calls the "integrated sunroof". This initial slide creates a targa effect, where half the roof is activated for the first stage of opening. It can be deployed at up to 120km/h.For a single-layer roof the Cabrio's cloth top is benchmark. Wind noise is at a minimum, the fit is drum tight and there was no noticeable stretch or drumming.Knock the roof off and there is no danger of losing the toupee with buffetting – at least in the front seats – kept to a minimum by a combination of the upright windscreen and wind deflector.The 125kW engine is a little beauty and coupled to the same compact six-speed Getrag manual as the hard-top it offers as enthusiastic a drive as you could want.Mechanically the main difference between Cabrio and the hard-top is in the suspension with the settings having been shifted down a notch towards a softer ride. The Cooper S has a sport setting – sport-plus in the hard-top – in deference to the Cabrio's differing demographic of buyer.Without driving the two cars back-to-back it is difficult to differentiate between the settings, particularly as the Cabrio has been stiffened through the A-Pillar and along the bottom rails of the cabin section.There is also additional bracing under the seats and through the use of the aluminium cross-brace which doubles as the rear roll-over loop.It all goes towards keeping the Cabrio scuttle-shake free and feeling almost as tight as a roofed version – although more nervous over corrugations or broken surfaces.Safety features include four airbags. The seat-mounted side bags extend higher in the Cabrio to offer head protection in lieu of the hard-top's curtain bags.Rear seating is tight. Space has been squeezed to accommodate the mechanism for the folding roof and worse still, the seat is set so that passengers are forced to sit at an awkward angle. There is also limited opportunity for luggage storage.

Billed as the ultimate TT, the 3.2 shares its powerplant with the VW Golf R32 and umpteen other products from that manufacturer.It's a great engine made even better when hooked up behind Audi's latest automatic six speed Direct Shift Gearbox.But at around $96 grand, there are plenty of quicker cars with just as much cache. The TT could do with a little more vroom off the mark to see off pesky WRXs.Has strong engine performance tempered by the DSG off the mark where it is a little reluctant.Takeoffs on a steep slope can be problematic if you have your foot on the brake and accelerator at the same time.Engine sounds delicious at all revs – burbling bottom end, a banshee at the top and deep rumblings in between.Drinks premium unleaded frugally for high output engine.Transmission offers sequential shifting via steer- ing wheel paddles and selector shift.More fun to drive in sequential mode.Engine is great to look at, crowd puller at a (gourmet?) barbecue.Body still looks "fabo" now with boot spoiler. Wheels are 18in Avus style multi spokers. Look the business carry low profile Conti rubber.Brakes are magic, massive multi-piston items operating on huge discs. Pop your eyeballs.Quattro all wheel drive provides high level of grip in all conditions. Weighs a bit though. Contributes to TT's extra sporty feel.Handling is pin sharp even hauling 1530kg.Cabin is adequate for two but there's a rear seat for some reason.Boot is good size, and there are storage compartments dotted around the cabin.Interior looks great even after all this time, still cuts it with new stuff (almost) has an awesome sound system, everything that opens and shuts, the full luxury treatment.No manual transmission available.Low seat and roof height makes access an issue for some.Love the xenon headlights, night into day.

It's a quick machine, but the real secret to its acceleration lies not in the engine – though that's a beauty – but the rapid-fire gear changes of a unique transmission.DSG is an electronic double-clutch system attached to Audi's six-speed manual gearbox.Simply, it's a clutchless manual. But it gets complex because there are two clutches.One clutch is engaged and driving the wheels while the other has already picked up the next gear and is poised to engage. Then the two clutches swap duties.What it means is an almost seamless gear change, far faster than you and I can ram through the box of a manual transmission.But it's not all about speed. The gears are fed into the drivetrain under full load -- you don't back off the accelerator – so there's maximum power for maximum performance.The DSG – for Direct-Shift Gearbox – has a gear lever like an automatic, so you can pop it into Drive or manually flick the lever in the Tiptronic mode. You can also click up and down the gears using the steering-wheel paddles.That aside, the 3.2-litre V6 that is a tweaked version of the Golf R32 engine, is a gem that boasts heaps of torque and a keen ability to rev hard.When driven hard, the TT V6 is a neat machine. The all-wheel-drive system needs a lot of provoking to break away and even then it's a smooth slide starting with a bit of understeer. To correct that tendency, simply lift off the accelerator and the back comes around – all very controlled.It's also the first time Audi has fitted a transverse engine to one of its cars. This is important because, unlike its other models, the engine isn't hanging out in front of the axles to potentially upset the handling.The TT's steering is firm but not especially communicative, and the odd near-vertical placement of the wheel isn't as awkward as I first thought.Though I was having bags of fun out on the track, the TT didn't always play ball.Primarily the DSG overrides your desire to take the engine to the limit, meaning even though you have selected the manual-shift mode, it bales out and picks a higher gear.That's safe for the engine, but not especially welcome when you're halfway through a bend.But the TT V6 is still the pick of the TT range, even though it's expensive.There's precious little room inside the cabin for anyone but two occupants. Sure, there are lovely leather seats in the back, but you won't fit if you have legs and a head.The boot that sits under the steeply raked rear glass is actually quite accommodating, though there's a dreadful spacesaver tyre beneath.Equipment levels are excellent, though visibility from the driver's chair is pretty poor.

But Noosa isn't playing the game. Instead of being beautiful one day, perfect the next, brushed aluminium skies occasionally sprinkle on Saab's parade of 9-3 convertibles at the launch of its expanded model range.And to rub salt into the wounds, the Noosa parking attendants have placed infringement notices on some vehicles and the picnic cooler provided by Saab to each driver doesn't fit in the boot when the top is down.But that's the convertible experience for you.You gamble with the elements and you put up with the niggling inconveniences for the excitement of open-top driving.Stevenson, previously of new owner GM, enthuses about the experience of driving through the country and smelling the pine in a forest, hearing the birds in the trees and feeling the cool air as you cross a bridge over a country creek. All experiences he has also gleaned from his other love – motorcycling.But he's preaching to the converted here in Queensland.While Saab sales floundered elsewhere in 2004 during the nation's record new car sales growth, the Sunshine State held on strongly and gave the company their only sales growth.In particular, convertible sales were up spectacularly with increases of more than 30 per cent on the Gold Coast, and more than 10 per cent in Brisbane. And now big dealer Zupps Brisbane has been added to the Saab dealership list.The new Saab 9-3 Convertible model line-up hopes to bridge the yawning price void between Astra and BMW/Audi four-seat convertibles.The strategy is simple.Drop the turbo power, lose some features (such as climate control and fog lights) and trim $6000 off the price of the Linear, now costing $66,900 in manual and $69,400 for the auto.Then slot in a mid-spec model, the $73,900 Vector ($76,400 for auto), between the Linear and the top-of-the line Aero at $89,900 for manual and $92,400 for auto.Basically the Vector is about the same spec level as the previous Linear.Stevenson says this makes the Linear an aspirational carrot for Holden Astra Convertible buyers wanting to extend themselves, even though it would be cannibalising the new parent company's market and almost a $20,000 leap from a top spec German-built Astra.However, the standard Linear equipment still includes leather-trimmed seats and steering wheel, 16-inch twin five-spoke alloy wheels (Vector and Aero have 17-inch wheels), remote and on-the-move opening roof (up to 35km/h), automatic expanding boot (when the top is up), body-coloured lower front and rear bumpers and side sills, pop-up roll bars, heated front seats, cruise control and rain-sensing wipers.Now, the "base model" comes with a two-litre low-pressure turbocharged engine, despite the fact that it is misleadingly badged 1.8t on the boot.While this smaller mill develops only 110kW of power at 5500rpm, Saab is emphasising torque."A lot of people talk power, but they drive torque," says Stevenson who has come across from parent company Holden last month.The Linear develops constant 240Nm of torque from 2000rpm to 3500rpm which compensates for the lack of top-end power.This means it won't baulk at hills and it can carry more than a picnic cooler without labouring. But don't dice with trucks when entering a roundabout. It lags down low.Yet spirited driving through the Sunshine Coast hinterland recorded fuel consumption of just 9.5l/100km on the trip computer's average economy readout.The mid-spec Vector features a 129kW two-litre turbo engine with 265Nm of torque, while the Aero claims 155kW and 300Nm, unchanged from the 2004 model.Stevenson expects about 50 per cent of buyers to choose a $4000 luxury pack available on Linear and Vector models. It includes electric front seats (driver with three-position memory), anti-theft alarm, parking sensors and six-disc CD changer.New exterior convertible colours are Chilli Red and Parchment Silver.Saab claims a 50-50 split between male and female buyers, but expects to attract even more females in future.Stevenson said his experience in fleet sales in GM would be helpful in getting young execs into the convertible through novated leases.Cheers for Saab which now has full-size spare wheels in all models, except the 95 Aero, and has a maximum 5-star crash rating by EuroNCAP for the convertible.But boos for its poor resale value which Stevenson admitted was an obstacle.However, he did stress that poor resale value was more of a perception than reality.

Few people are aware but the famous Swedish aircraft and car manufacturer is wholly owned by Holden's parent company General Motors.However, until recently, the two companies were permitted to operate as separate entities – at least in Australia.That all changed from the first of January, when Holden took charge of the show and installed its own general manager.Together, the new leaner meaner team sink or swim.The decision was a global one, but follows on the heels of declining sales over the past three years in Australia, with the number of cars sold falling 14 per cent in 2004.Saab sells just three models here: the 9-3 sedan, 9-3 convertible and larger 9-5 sedan and last year sold a total of just 1848 cars.It's biggest seller is the 9-3 convertible popularised by actor Rebecca Gibney in the Halifax FP television series, which accounts for 40 per cent of sales.Consequently a lot is riding on the success of the "new" 9-3 Convertible, a car which is not so much new as revised, with a third and cheaper model added to the lineup.In Australia the two biggest selling four-seat convertibles are the Saab 9-3 and BMW 3 Series.The Saab commands 45 per cent of the market while the Beemer runs a close second with 40 percent, followed by the Audi A4 with 17 per cent in third place.It is not surprising then that the price of the entry level Linear model has been pegged at $66,900 – exactly the same price as the BMW 320Ci.Other models are the 129kW Vector priced from $73,900 and 155kW Aero priced from $89,900.Saab is hoping the Linear's lower more attractive price will draw customers from the cheaper cars like Astra and Peugeot 307 convertibles.It is also hoping to "leverage" fleet sales from Holden which has access to some 350 fleets across Australia.Saab is also looking to bolster sales in Sydney where it has only two dealers at present.Of course much depends on the quality and appeal of the car and there is no doubting the 9-3 Convertible is a sexy looking thing.It's a car that appeals equally to men and women.The Linear model is powered by a 2.0-litre four cylinder turbocharged engine that produces 110kW of power and 240Nm of torque.A five-speed manual transmission is standard while a five-speed tip-shift style auto is a $2500 option.Standard equipment includes: leather seats and steering wheel, 16-inch alloys, body-coloured bumpers and side sills, pop-up roll bars, heated front seats, cruise control and rain-sensing wipers.The 9-3 has one of the fastest opening and closing roofs in the business, an honour it shares with the BMW 330Ci.It's a soft, thickly insulated fabric roof unlike some competitors which now offer hard top convertibles.The roof has no retaining clamps and can be opened at the touch of a button in 20 seconds, either remotely or via a dash mounted button.It can also be operated on the fly up to a speed of 30km/h.Unfortunately, the roof on our test car was temperamental, refusing to fully close at times.This happened on two or three occasions but persistence paid off and the roof eventually responded.Although the engines of some competitors produce more power, none but the more expensive and soon to be released Mercedes CLK 200K produce as much torque.The more torque, the more driveable a car is and the more easily it goes up hills.Other than niggling problems with the roof, the car performs flawlessly.There's sufficient power there for top down cruising, with the the auto providing the option of changing gears manually for more spirited driving.Linear misses out on electronic stability control but remains sure footed even on dirt roads, with ABS, traction and corner brake control standard.Economy is excellent with our test car returning an average of 9.3 litres per 100km over the course of about 300km, using standard grade unleaded.The 9-3 scores a maximum five stars in European safety tests, with four airbags and front active head restraints.A full-size spare wheel is fitted.

"The question is, what do we do to update this car without changing its essential character," says Porsche Australia managing director Michael Winkler."The original Boxster was a gutsy decision by the family 10 years ago when we, as a company, were on the verge of bankruptcy. That decision to develop the car and carry it to production was a watershed."As with the previous Boxster upgrade, Porsche has taken small steps to produce an overall better result.The icing on the cake for buyers is that with better specifications, a little more power and a more aggressive look, the 987 Boxster comes in a shade more affordable."It is a case of price down and value up," Winkler said. "About half of that is tariff related but the rest is just because we are good guys."At $107,400 for the base 2.7-litre, the Boxster convertible is $1100 cheaper than before.Throw in the previously optional 17-inch wheels ($2990), CD changer ($1590), PSM stability control ($2990) and trip computer ($990), and that becomes a $9660 saving, or a nine per cent value increase.The punchier 3.2-litre Boxter S arrives $600 cheaper at $132,500. Boxster S adds similar additions but with 18-inch wheels ($3190).The value equation there puts buyers seven per cent ahead.However, the decision to buy a Boxster is rarely – if ever – about the dollars.Porsches are overwhelmingly passion purchases – culminations of long-held desires or rewards for life landmarks.And they are all about performance.While the new Boxster shares some 50 per cent of its components with the 911, the door handles are the only external common parts."The two models (Boxster and 911) have moved further apart ... there is a greater differentiation and that is in answer to what our customers have been saying," Winkler explains.According to Juergen Kapfer, head of drive-train development at Porsche AG in Germany, development of the 987 was free of any financial constraints and "it shows that in the car we have produced".Kapfer said that despite building a larger car with more room, more presence and a substantially stiffer body, weight-savings in greater use of aluminium (front and rear boot lids), lighter sound-deadening materials and the deletion of a spare wheel result in a car of similar weight to the previous model."Of course, taking out a spare wheel is a very quick and effective way of reducing weight," Kapfer said. "There are only a couple of markets in the world – Brazil is one – where a spare wheel is compulsory."In those markets we have to put one in, of course, but it does take space from the rear luggage bin."Winkler said the decision to go with a pump-and-go repair kit for Australia was not taken lightly, but Porsche would not be offering the option of a spare wheel.Improvements to the 2.7-litre and 3.2-litre flat sixes have resulted in slight power gains – up 8kW to 176kW@6400rpm and 15lW to 206@6200rpm respectively.Torque has also been improved – particularly at the lower end – through the use of a double chamber induction system and a variable butterfly valve coupled to a redesigned exhaust.Revision of the PSM (Porsche Stability Management) system has made one of the least intrusive nanny programs even less so.If deactivated, PSM will only intervene if sensors detect both front wheels are locked.The first tangible thing you notice about the 987 – apart from greater cabin space – is the guttural engine and exhaust note.This is the way the flat six used to sound before it was choked down over a progression of model changes.It is loud, primal and – as each gear peaks – a symphony to be immersed in.The dynamic characteristics of the Boxster have changed little – they are still simply brilliant and as forgiving as a saint.Feedback from the active steering – the further off-centre the wheel, the sharper the action – is sensational, with the driver never in any doubt about what is happening around the vehicle.A 25 per cent reduction in gear lever travel only makes an already tactile and precise action even moreso.A variation in final drive ratios to accommodate the larger wheel circumferences has the knock-on effect of producing slightly quicker 0-100km/h sprints (6.2 seconds in the Boxster and 5.5 seconds for the S) and higher top speeds. Porsche also claims an improvement in fuel economy.

The mid-engined two-seater now clears the 0 to 100km/h sprint in 6.2 seconds with extra kilowatts, extra cabin space and another 20kg on board for a value-added $107,400. The Boxster S is quicker again and starts at $132,500.The result is a more refined, more comfortable Boxster pair with extra style and urge, an inside and out evolution of the 1996 original. It looks better, goes harder and sounds better.This 2005 Boxster sits 9mm longer and 19mm wider with wider track and bigger wheels. The roadster body has more muscle tone, the cabin has more comfort and the Boxster boasts the world's first head airbags for a convertible.The roof can be raised or lowered at speeds up to 50km/h, there's a new six-speed manual gearbox that's standard on the Boxster S and there is no spare wheel.Extra charisma is standard for both Porsches.The Boxster's 2.7-litre boxer engine produces 176kW. The Boxster S develops 206kW for its 3.2 litre, six-cylinder unit.Both produce more power and torque plus deeper bass engine notes than ever.A new induction system divides the airflow into the separate cylinder banks at low speed for more torque and reconfigures for maximum airflow close to 5600rpm.The upgraded Porsche Boxster also has a new exhaust system for fewer emissions and extra wail.These are flexible motors, the S's 3.2 litres with the sharper edge. Both motors love the new six-speed gearbox (optional on the Boxster).While the five-speed Tiptronic, available on both cars and loved by many, is a clever and efficient transmission, the manual offers extra snap, crackle and pop; 3000rpm in fourth sounds adequate, 4000rpm in third offers a sweeter tune, bouncing off the rock walls where this back road is carved through the hills of the Hunter Valley.The kangaroos head for the high ground, the magpies cock their heads as these new songs sweep through the scrub.The Boxsters move on, stirring up dust on the road's edges, sending dead leaves flying.These are cars with attitude and traction, sweet steering and great brakes. There is comfort and surety at high speed, flexibility at low speeds.These are balanced cars, now with 17-inch wheels on the Boxster, 18-inch wheels on the S.Both underfloors are covered for better aerodynamics, higher road speeds and less lift.The brakes are bigger with ventilated discs all round and Porsche's Stability Management system, using brakes to correct under and oversteer, is standard gear.And the steering is now rack and pinion with variable transmission allowing for a little movement at the straight ahead and becoming more and more direct as the wheel is turned. (Among cabin improvements is a height and reach adjustable steering wheel which complements a deeper seating position.)The Boxsters' cabins are better than before with extra room, class and comfort features.Ergonomics and extra gear were among prime considerations in this remake of a car which has become as much part of Porsche heritage as the famed 911s.Ultimately the 911 may be a more extreme, and more rewarding, driver's machine.But this second generation Boxster now has a character hard to ignore and even more ability as a super quick point-to-point sports car.It is one of those machines which makes an ordinary driver look good.On the first run the Boxster S on its new 19-inch wheels feels a touch too hard edged over cracked bitumen, the Boxster has a more gentle, lighter feel on these roads.Push on and on. Now the S and those extra 30kW begin to take hold on the driver out for a decent drive.As quick and agile as the Boxster can be, big brother S offers extra sparkle and smiles.The S is most appreciated with that six-speed gearbox and optional Porsche Active Suspension Management (PASM).This is a very clever package, which debuted on the new 911 Carrera and adapts to road and driving conditions in the blink of a bump.It lowers the car by 10mm and offers the choice between a sporting suspension for long drives or a harder set-up for the club racer.Left alone, the PASM monitors all types of forces on the suspension from braking to cornering, acceleration and bumps. It adds to the confidence and the comfort.So it's a little dab at the brakes, back to second, point the Boxster in and power through, adding a little extra and grabbing third on the exit. There is little trace of tyre noise, the Porsche has high limits of traction for the hardy and the ham-fisted.Now hard through to somewhere over 6000rpm and up to fourth, now slicing through to fifth and sixth.The five-speed manual has been improved but this six-speeder is the one for quick and delicious changes.Chasing down the road the wind ruffles the top of the cap and there is little need for the stereo, there are too many songs to be heard from behind the driver's head.In front are those more pronounced guards, sitting either side of the aluminium bonnet and acting as mobile sights. More directly in front is that large tachometer, a digital reading for speed in the bottom of that analogue gauge. The analogue speedometer sits to the left with other warning lights and gauges.But this is a game mostly played by ear and a game best played on a demanding piece of driver's road. These Boxsters are sports cars for the open road. That the Porsches look good as boulevard cruisers, prettier than ever, is a bonus.PS: Dropping the spare wheel saves 10kg and Porsche supplies a tyre sealant and air compressor for emergencies; Porsche Australia will keep an eye on the issue.

Equipped with Audi's new direct-shift gearbox (DSG), the TT behaves differently in each of the three transmission choices offered.In full automatic the TT is a cruiser, albeit a quick one, with gear changes almost seamless and a transmission that is, in all but a few situations, in the right gear at the right time.Shift the lever into "S" (Sports mode) and the TT takes on an almost beast-like personality, with aggressive shifts.Finally, for the driver who wants the fun of a manual, there is the option of the tiptronic mode, which can be shifted using paddles on the steering wheel or the gear lever.Throw in a 3.2-litre V6 engine and a few tweaks inside and out and Audi's TT model will comfortably cruise to its replacement date (about two years) without growing old.The launch of the 3.2 V6 TT gives customers something to smile about.The DSG is not new but was only sampled when mated to the A3's 2.0-litre diesel engine, not the 3.2 stonker that is under the new TT's bonnet.DSG is Audi's double-clutch automatic transmission. The two clutches operate simultaneously – one is able to open at the same time the other is closing, with an overlap between the two, so changes are almost seamless (0.2 seconds to change cogs).Changes in manual mode are simply quicker than a driver can do using a conventional manual, unless the driver changes without using the clutch, and most gearboxes won't stand for that for too long.In auto there were a few occasions when the box was a little hesitant (mainly in heavy traffic) but overall the system felt one step ahead and was always in the right gear at the right time.Sports mode is perfect for the windy long stretch of road with the system holding the gear for longer (up and down). It's not as easy to control in traffic.The rough feel of the clutch when starting gives the TT that manual feeling, which not many tiptronics offer. The transversely mounted engine produces 184kW of power at 6300rpm and 320Nm of torque between 2800rpm and 3200rpm.On the outside, changes are subtle but enough to freshen the TT's overall look and distinguish it from its turbo cousin. The larger rear wing and black honeycomb-patterned new bumper panel are the key features.Inside, changes are also subtle, with the 3.2 gaining an aluminium gear surround and a different instrument cluster.The extra grunt means more additions to control it, which sees the 3.2 get upgraded anti-roll bars, upgraded brakes, stiffer suspension, and the other big addition of Audi's quattro all-wheel drive system.Like all TT models the new version has plenty of safety additions, including two front airbags and pyrotechnic belt tensioners for the front seats. Head/thorax airbags in the front seat backs protect the upper body and head in a side impact.The TT comes with automatic climate control and has some cool extras like the trendy chrome cover that conceals the radio when not in use. The power window buttons are in an unusual position and took a while getting used to and the lack of steering wheel radio controls means a slight reach is needed to turn the volume up or down.While not electric, a comfortable seating position was not hard to find.Unlike many coupes, the TT has a fair number of storage compartments, but essentially remains a two-seater, with room in the rear only for small people.Then of course, there is that sweet Audi smell.On the road the bright Imola yellow TT attracted a lot of attention and a few sore necks, with its head-turning looks.The TT also features a driver navigation system integrated into the main computer system.

For a long-time fan of the mighty "Mex" – stretching way back to 1989 – that is a hard opinion to record.But the fact remains, the MX-5 is crying out for a replacement car that carries on the tradition of the Lotus Elan look-alike.Mazda's attempt to prolong the life cycle of the MX-5 – a turboed version of the standard car – simply does not cut it.The SE suffers an acute case of turbo lag from rest – and again, when cruising in the mid ranges, any demand for maximum go in an overtaking manoeuvre does not produce sufficient goods.The Japanese brand bolted on a light intercooled turbocharger to the 1.8-litre DOHC motor to create the SE and, in the process, boosted the output by a meagre 14 per cent to 121kW.That cuts the 0-100km/h sprint from 8.4 seconds to 7.8 seconds, which is not a dramatic improvement by any means.The SE came about as a production model after Allan Horsley, Mazda's motorsport maestro, cooked up his own 150kW turbo MX-5 SP at his Sydney workshop and the factory decided to do one for international release. The only problem is the works turbo fails to replicate the Horsley magic. In sum, the turbo is far too light on. Even accepting the fact that the MX-5 has never traded on pure speed, the SE would find it difficult to defend a charge of false pretences.The car is not a performer in the grand turbo manner of models gone. One can think of half a dozen little turbos which would have blown the shine off an MX-5 SE. The Horsley car proved the chassis, albeit with mods, could handle more blast to the rear wheels.So why did not Hiroshima follow his formula and give it the gun?The turboed SE comes to market at $43,690, $4760 more than the naturally aspirated model. A leather interior adds just under $1000. True, the Horsley SP was sold for $55,540. But word around is that the majority of those who snapped up the limited run of 100 cars would not even consider parting with their true performers.All is not negative with what clearly will be the last MX-5 before major revision. Its looks have weathered the test of time – as one could expect from a car based on an auto legend.The MX-5 still attracts admiring looks, particularly with the hood down. The SE sports a body kit which complements the simple rounded shape of the standard car.The add-on kit includes a deeper front spoiler which features a larger air intake and recessed fog lamps, a boot-mounted spoiler and rear under spoiler.The single scroll turbocharger adds a bit of boost, which enhances performance – marginally. Other driveline changes in the SE include a more efficient radiator, an upgraded clutch, prop shaft and differential, and harder rubber mounts.Mazda says it has retuned the four-wheel double wishbone suspension with modified Bilstein shocks and coil springs, 20 per cent stiffer than the standard model.Its creators claim improved handling – and, without wishing to labour the point, the turboed MX-5 does not produce sufficient power to put the chassis to any acid test.But let us finish on a positive note, if for no other reason than the MX-5 has pleased a lot of enthusiasts along the way – 700,000 worldwide and 10,500 in Australia.The car is not totally lacking in fun and MX-5 is still a genuine sports car in the real sense and not a sophisticated sporty model which has no relationship with the rag tops of old. The six-speed manual gearbox is a joy to operate – a slick switch component which is not unlike the one Chapman had engineered for the Elan.It really is more like a switch than a gear lever, and the gearbox it operates works smoothly and quickly with synchro ensuring good snatch-free operation. The weather during the test period was ideal for almost exclusive roof-down motoring. And that is where the MX really comes into its own. No, it does not have a buzz-down roof. But the two clips which fasten the vinyl roof to the windscreen are engineered to release and catch without trouble.The SE's cabin picks up a number of luxury touches including stainless-steel scuff plates and a centre dash featuring a swirl alloy finish.Alloy trim has been added to the air vents, door handles and gearbox surround.TEST TORQUEMAZDA showed the Ibuki concept at the 2003 Tokyo Motor Show hinting that it was the replacement MX-5. It was not, of course.Mazda is far too smart to move that far away from the original styling theme.But word around is that the pre-production MX-5 will make its debut at the Geneva Motor Show in March and start its global roll-out before the end of the year.Rest assured, MX-5 will have a future equal to its past.But the SE turbo will do little more than help it limp towards replacement.

The compact droptop is the hottest item on the Mercedes menu in 2005, and the McLaren men usually get what they want when it's Grand Prix time.Also, there is a little hint of Formula One about the all-new Mercedes SLK.Squint when you look at the nose and you see how the drooping bonnet and road-sniffer snout were inspired by the McLaren-Mercedes grand prix cars.It also gives the SLK a visual link to the king-of-the-hill Mercedes-McLaren SLR. Most people would be hard-pressed to pick them apart in a 100m taste test – provided, of course, that Lindsay Fox brings Australia's only SLR back from Europe.But back to the SLK, which has become a sellout in Australia, with a waiting list that rolls back as faras demand for the demonic SL 55 AMG.Benz sold 350 cars in the second half of 2004 and is expecting solid demand through 2005 for a car that is bigger, bolder, brighter and much more refined than the first model to wear the SLK badge through the mid-1990s.Pricing starts at $86,900 for the SLK 200K, which is a lot for a Commodore shopper but a relative bargain for someone searching for something special in the prestige class. It also runs it up comfortably against rivals including the Audi TT Roadster and the Chrysler Crossfire droptop, which looks good but uses the mechanical package from the previous-generation SLK.The basics of the new SLK are the same, with a two-seat cabin and a folding metal roof, but Mercedes engineers went right down to the road to revamp the car for the noughties.They were working inside a bigger envelope, because the car is now 72mm longer and 65mm wider. It is space that's been put into the cabin, giving more room in every direction.Fine tuning includes a computer screen in the centre of the dashboard, Mercedes' latest seven-speed auto gearbox and an engine choice that runs from a supercharged four to a revamped V6, up to the stonking V8 that's fitted to the pocket rocket SLK 55 AMG.The initial focus for the new-age SLK has been on the 350 model, priced at $112,900. It has the latest four-valve V6, with variable valve timing and movable flaps in the intake system to release 200kW of power, and 350Nm of torque in a broad sweep from 2400 through to 5000 revs.The SLK comes standard with a seven-speed automatic gearbox, but Benz is also pushing harder with the six-speed manual, a saving of $3500, after working to improve the shift feel.There are all sorts of other changes, from reshaped seats and new-look switches to a tougher-looking plastic panelling for the dash and console to make it more usable in top-down conditions.ON THE ROADTHE SLK 350 is a terrific car. It looks good, drives very well and is nicely priced for the people who will be shopping in the Benz district for their next car.We enjoyed the extra space in the cabin, the extra stiffness in the body and the improved driving experience. The original SLK was a fairly dull and uninspired drive, but Benz has done a good job in tweaking the little two- seater without turning it into a car you have to drive all the time, like the BMW Z4 or Nissan's 350Z roadster. It is still comfy for cruising and that's a big bonus.But we cannot say the same for the six-speed manual gearbox in the test car. Benz says it is a lot better than earlier manuals, but that's not much of a plug from a company that sells almost exclusively automatics – even to its sports-focused AMG owners.We found the change was slow, and needed the clutch right on the floor for a significant pause to avoid baulking. It might save $3500, but the manual also has worse fuel consumption and a slower 0-100km/h time than the automatic.It's a pity because the latest V6 is a honey. It has a creamy surge of acceleration from less than 2000 revs, but gets barking from 3500 and is keen to rev right to the redline (most un-Benz). It means the car has the punch to back its looks and won't be embarrassed at the traffic lights, or in a tight overtaking sprint.The engine also makes curvy roads into fun runs, particularly with the sharper feel in the steering. We tried a seven-speeder briefly during our SLK time, and would definitely pick it over the manual, and not because it has nifty shift buttons on the steering wheel.We could feel the extra rigidity in the new SLK and, perhaps surprisingly, it was better with the top down.The roof itself is as terrific as always, the headlights are good, there is pretty good luggage space and the car is easy to park. It also did pretty well on fuel at 13.2 litres/100km, sipping less than nine litres on the highway. But we didn't like the new plastic trim, which gets dirty easily, and the outside temperature gauge in the test car often went crazy and spun around to 44.5C on a top-up 18C day. So the Benz isn't perfect.THE BOTTOM LINEThe update has made the SLK a sportier drive, and even more of a head-turner.