Convertible Reviews

Convertibles, cabrios, roadsters, call them what you will, are OK for Aussie conditions but definitely not the go on hot days.The notion of "fun in the sun" driving is wrong because it ain't fun blistering away in a car under a searing sun.This issue and being caught in a flash thunderstorm have been addressed by fast opening and closing roofs of either metal or vinyl.It's cool to have a roofless car that's for sure, great for the ego, an image maker. And on cooler days, in the evening or early morning they are a treat.Renault has entered the fray with something different – a glass roof cabriolet.The Megane Coupe-Cabriolet's roof is in two pieces and folds quickly into the boot leaving minimal luggage space. With the roof up, the boot is a good size.It's a four seater of sorts with the rear pews suitable for kids due to a lack of legroom.Access is by large doors and there's plenty of room inside the Megane for two and head clearance is good thanks to a manual a seat though head clearance could be an issue for taller drivers or people with a bouffant hairstyle.The Megane shares its face with other Meganes (sedan and hatch) but pretty well all other body panels are unique on the Coupe-Cabriolet.Underneath, it's all standard Megane – a 2.0-litre four cylinder petrol engine, five speed manual or four speed auto transmission, front wheel drive, electric power steering, strut and torsion beam suspension, all mainstream stuff.Power output is 98kW with 191Nm of torque. It is adequate to push the 1430kg Megane along at a decent clip with the manual obviously having more punch.Safety is a high priority these days and the Megane doesn't fall short with a five star European NCAP crash test rating – the highest.And Renault has ensured Megane Coupe-Cabriolet buyers will be pampered with an extensive range of luxury equipment like leather upholstery, rain sensing wipers auto headlights, good audio, climate control and plenty more.Renault persists with the annoying card and push button ignition system.It is a stylish car from all angles but the consensus around the office was that women more than men would like the styling.And that's precisely where Renault is pitching this $47,990 cabrio – at wealthy women. Just like most of the other players in the market.

They look great, but when it is time to put the fabric roof back up, some can look tired and tatty.Mercedes-Benz started the folding metal-roof trend with the previous model SLK and SL. Peugeot joined in with the 206CC and 307CC and Daihatsu produced the Copen.The latest coupe convertible is the Renault Megane.The new Megane has an automatic folding metal hard-top that drops into the boot. The Karmann-designed roof also has a glass panel, but most of the harsh light can be blocked courtesy of a retractable screen.The four-seat Megane drop-top starts at $47,990, against the Holden Astra convertible ($45,990) and the Peugeot 307CC ($49,990).It has the same 2.0-litre four-cylinder engine as the Megane hatch with 98kW and 191Nm. A six-speed manual is standard. The four-speed automatic with manual shift mode is $2200 extra.Standard equipment includes leather seats, cruise control, airconditioning, 16-inch alloy wheels, CD sound with steering-wheel controls and a glass roof panel.An optional $1290 LX pack adds 17-inch alloy wheels and premium six-CD sound.ON THE ROADCONVERTIBLES are either tuned for sport or comfort and it takes less than a minute in the Megane to discover comfort is the focus. The suspension is soft and the car tends to wallow over some bumps.The Megane is a comfortable summer cruiser. Its metal top is well-designed and several passengers thought this Megane was a regular coupe until the roof started folding.Owners of drop-tops with fabric lids can tell you that even with the roof up it can be noisy inside.The black rag-tops can also heat-up the interior on really hot days when the sun is too bright to have the roof down.Folding metal hard-top cars such as the Megane don't suffer from these problems. Even when the roof is down, the Megane is fairly quiet, even at highway speeds.Its 2.0-litre engine lacks punch and torque. It can also feel harsh, especially through the pedal and works hard at 2800 revs when cruising at 100km/h.It would be better with a manual, but our test car had an automatic that was not good. Sometimes the changes were smooth, other times it slapped into the next gear.The auto also has an annoying habit of being quick to change down when coasting downhill.At least there is a manual shift mode, so you can make it change when you want.Cabin comfort is good, and seats providing adequate support.The Megane is a four-seater and there is enough room for adult passengers, as long as it is not a long journey.

Yes, if you wear a skirt then getting in and out of this car may mean you expose more of yourself than you want too. I even practised trying to elegantly step out of it to avoid flashing to the world.Whether I succeeded, I will never know, but hopefully passers-by were more interested in this convertible's curvaceous silver body.Yes, this is a hot little toy, and if only the weather had been as hot while I was testing it, instead of bucketing down.On the bright side, I can report the soft-top is just as waterproof as a hardtop when it's pelting outside and with the added bonus of having that charming rain-on-the-roof acoustics. Add a bit of Pete Murray on the six-stacker CD (the speakers are directly behind your head) and it's very romantic inside.Hmm, yes, this car exudes va va voom. Luckily, a break in the weather meant I had the chance to take the top down – it's a manual roof but all it takes is a quick flick of a latch or two and a solid shove.To avoid windswept hair, there's a built-in "windblocker" aero board, but I could still feel my shortish locks blowing around as the 1.8-litre, turbocharged engine MX5 hit the 110km/h zone. But who cares about that when you're behind the wheel of a hot convertible? Once you grab hold of the muscly, racer-style wheel, settle back into the snug leather seats and put the short, solid shift into gear, then the only thing that matters is where you are headed.There's no cruise control – this is a car you actually want to drive for the pleasure of it.Six speeds were at my disposal, but for me, the exhilaration came in second and third gears when the power of the turbo kicked in. It took off with such force that it caused me to gasp in delight.And being so low to the ground, you feel almost every groove in the road, but the faster you go the lighter and nimbler the MX5 feels. It is surefooted into the turns and those wide, sexy, low-profile tyres keep a solid grip on the road.This is a low little car but there's nothing tinny or cheap about it.Yes, so low is this car that the petrol tank valve has been positioned on top of the boot, so you don't have to bend down far to fill it up.Now, if the exterior doesn't do it for you, inside the tidy dash is as flashy as they come. Laid out in red, white and black during the day, it turns to a sexy red when the lights go down.And the black leather, red-stitched upholstery ... what else can I say?Yes, I am besotted, but I am getting sick of looking at truck tyres.

Given a new spirit six years into its enduring life cycle, the TT is now running with six cylinders and the direct shift gearbox (DSG) system that made its debut on the A3 diesel earlier this year.What is now clearer is just how good DSG goes about its changes – smoothly and with the efficiency no driver anywhere could match using a manual transmission.The 3.2-litre V6-powered TT with the DSG box – which gives you the choice of D for drive, S for sport or sequential mode with steering-mounted paddle shifts – will be available from January 1, 2005, for $95,600.Inside there are few changes save for an aluminium surround for the DSG gearbox.But the piece de resistance is the marriage between the 184kW V6 to the DSG transmission which is even sweeter than in the diesel.DSG at the moment is fine for transverse-mounted engines.But it is not yet refined enough for longitudinal powerplants which is why Porsche is saying it needs more development before it buys into DSG.The twin clutch DSG in the V6-powered TT is smart, smooth and swift, taking merely .2sec to change cogs.When the next gear shift is near, an appropriate gear is preselected but its clutch disengaged.Shifting gears opens the clutch of the activated gear while the other clutch closes at the same time with a degree of overlap.In application the shifts are smooth and lightning fast and it is a bit of a foolproof set-up in that you don't have to match road speed with engine speed for a controlled shift.In S for Sport mode everything becomes livelier. The downshifts and upshifts are not as long and everything is done with a lot more urgency.There also is a launch control mechanism, although not as aggressive as in the screaming M3, it is accessed by slotting the shifter into S, switching off the ESP and feeding the revs to about 3200rpm for a fiery take-off.In keeping with the power changes which also include 320Nm of torque available from between 2800rpm-3200rpm there are upgraded anti-roll bars, upgraded brakes, sports suspension and the all-paw bite of quattro.Distinguishing features on the exterior are larger air intakes in the nose, titanium finish Xenon headlamps, larger rear spoiler and a modified exhaust system.Audi says that every time it has launched a new variant since the car was launched here in May, 1999, almost a year after being launched in Europe, it has experienced a spike in sales.Out of the 330 TTs expected to be sold in 2005, Audi says 180 will be coupes with up to 30 per cent V6s.If you discount the HSV Coupe 4 with its V8 engine, the V6 TT is the only car in its class – which features the 3-litre BMW Z4 and Mercedes-Benz SLK as its chief competitors – to feature all-wheel-drive.

Like its competitor, the Mercedes SLK, the BMW Z4 has sufficient sex appeal, oomph and a Christmas stocking full of features to even hit hard at the third topless exotic European, the Porsche Boxster.The Z4, which grew out of the very ordinary yet exceptionally overpriced Z3, picks up on the erratic styling cues shared by its sedans.But while the BMW sedans look a touch awkward, like a primary school graduate dancing in her first pair of high-heel shoes, the Z4 is distinctive and even intriguing.All the odd shapes – the creases, the concave panels, bulges and curves – work with a long bonnet, short tail and prominent twin nostrils to create something you just can't ignore.Roof up or down, it's a sexy beast.On the track it is simply a beast. BMW kit the Z4 with all the electronic safety gear – stability control, traction control, brake assist, ABS and so on.But though the car's electronics only modestly interfere with the power output, they can still be over-ridden.Press the console button once and traction control is disabled, keep the button depressed for three seconds and all electronic aids are turned off.That leaves a rather raw ride, with the light rear end happy to break into oversteer and plenty of wheelspin.Clearly, the Z4 can handle such treatment, but this is not the essence of the roadster.Take a brisk drive to Toodyay, swing right to Northam and the roads – curved, sweeping, thin with rutted bitumen and then wide and smooth – reveal a lively and exceptionally competent two-seater.But you soon realise there's not enough room for much luggage and that, at 55 litres, the fuel tank is rather small and the lack of a spare tyre is less than confidence-inspiring.Out here – 90 minutes from the CBD – there are not a lot of service stations with a spare tyre mounted on a BMW wheel hanging from the rafters. Even if there was, at what cost?Yes, there is a repair kit to temporarily repair any puncture, though I see the nightmare of this challenge happening at midnight in the rain. While you're alone.There's not much personal storage space within the cabin, but there is a phone and a CD player.The seats are leather, though flattish. There's a choice of upholstery colours, of course, though the red pertinently matched the dynamics of the car and the bank account of this driver.Yet despite the unshapely seats – which, by the way, are heated for open-top autumn driving – the ride comfort is firm, though rarely uncomfortable.The best news is that the Z4 can make anyone look good. The price is a bit rakish, but the quality is certainly up to the mark.Vehicle track-tested at AHG Driving Centre.

When we think of sports cars, we tend to think of small, light two-seaters high on performance but with few creature comforts.  The image is very British, which can be explained by the dominance of British sports cars in the 1950s and 1960s.  But many other brands, including Porsche and Mercedes-Benz, took a different path. Mercedes in particular was building sports cars on a much grander scale.The British were achieving new levels of performance by using small, mildly tuned engines in lightweight chassis, but the Germans were using bigger, more powerful engines.When a new wave of sports cars arrived in the late '90s, Mazda mostly followed the British tradition with the MX5, but Mercedes took its traditional path with the SLK. It was more sophisticated, with lots of creature comforts to make the experience more enjoyable for those not hooked on old-time sports cars.Model watchAT $98,500 the SLK slotted into the middle of the market. It wasn't cheap, but it wasn't the most expensive on the market either.  Typically Mercedes, the SLK was packed with the latest technology. It had a clever steel roof that folded into the boot when you wanted to soak up the sun, but provided all the security and comfort of a coupe when raised.The only downside was that it slashed the available boot space once it was lowered. It was best to travel light if you were touring in an SLK.  Chunky was the best word to describe the SLK with its wedge shape and large flanks, but it was attractive whichever way you looked at it.Inside it was a little cramped, but it was stylish. The seats were typically Benz, flat and broad, which meant most people would fit in them, but they didn't provide the best of support in the sports-car tradition.  The trim was a dashing blend of bright colours, leather of course, and there was a touch of nostalgia with the classical instruments and retro alloy touches on the centre console.At first there was just one engine, a supercharged 2.3-litre double overhead camshaft four-cylinder unit that pumped out 142kW at 5300 revs and 280Nm at 2500 revs.  When stirred into action, the SLK230 was capable of accelerating from rest to 100 km/h in 7.6 seconds.As with the engine, there was no choice when it came to transmissions – it was a five-speed auto. True, it could be shifted manually when you wanted to up the fun stakes, but it wasn't in the class of the Porsche Tiptronic, and a long way short of a real manual box.Underneath was independent suspension front and rear, four-wheel discs with ABS, traction control and power steering.  Inside there was standard airconditioning, power windows, power roof, remote central locking, immobiliser and dual airbags.On the road the SLK behaved well. It handled nicely, rode comfortably and braked with assurance, but it was geared more to highway cruising rather than spirited driving down a winding country road.A few months after the initial launch, Mercedes offered a slightly cheaper SLK200 model with a 100kW unblown 2.0-litre engine in place of the supercharged 2.3-litre unit.In the shopMERCEDES-BENZ cars generally stand the test of time, and with about 100,000km on average on the odometer, SLK models are still in their prime when it comes to service.  Check for a service record because it's better to buy one that has been cared for by a Benz dealer or at least an acknowledged specialist.Have it checked by a specialist who knows the make and model.  Unlike some other sports cars, the SLK is unlikely to be used in motor sport, so they're not normally abused.Owner's viewJANICE Hyndman has travelled 54,000km in her SLK230 and loves it, particularly on a sunny day when she can lower the roof.  She loves the uncluttered, classical style, says it has sufficient power, and the boot is roomy enough for her needs.She says it's comfortable for her, though her husband finds it a little cramped, particularly in the footwells.  Apart from a window winder motor that needed replacing, Janice says her SLK has been very reliable.Look forCLASSICAL stylingGREAT folding steel roofCOMFORTABLE rideSECURE handlingGOOD performanceRating18/20 Good-looking droptop that makes a perfect cruiser on a sunny day.

The M Series cars are among the most explosive and efficient performance cars on world markets.But it is difficult to fathom why BMW has chosen to switch from the elegant designs employed in its recent past to shock treatment silhouettes.The Z4 sports car is stunning in many aspects – particularly the sporty, highly individual bootline. It is very traditional in its make-up with a long bonnet, fantastic engine, rear-wheel-drive power delivery and acceleration which is a real blast.The car grips the road like a proverbial vice during keen cornering and maintains traction, due to the armament of electronic smart gadgetry.But the body style has hung a huge question mark over what should be an icon car for its era.The interplay of concave and convex panel work is an interesting approach which could have worked. Then the designers tossed in forward creases on the front wings and mounted two huge BMW badges.Like the boot line on the much-maligned 7 Series, this single styling element has vandalised what could have been a pure profile.And it really is regrettable to have to mark down a car which has so many facets about which one really could be going into raptures.This said, 353 buyers have been attracted by the Z4 so far this year, which is not insignificant business for BMW.While it could be argued that buyers are more important than critics, the status of the BMW badge does have the power to iron out perceived imperfections.The Z4 comes with a choice of two engines: a 141kW, 2.5-litre and the wondrous 170kW, three-litre – both straight sixes with infinitely variable four-valve technology.The 2.5i has been tested previously. This time, the "big three" manual was taken out on test.With a 0-to-100km/h dash in under six seconds, the Z4 commands a position in true performance company.But it is the manner in which it responds to throttle input in the mid ranges which earns this engine continual rave reviews.Peak torque of 300Nm is available from 3500rpm, which means the car has a decent burn for quick, safe overtaking.The Z4 boasts 50:50 weight distribution which makes a handy contribution to balanced stance on the road.During acceleration, braking and cornering, the amount of technology working to keep the car on the chosen path is highly impressive.The latest version of dynamic stability and traction control, plus a cornering braking system, work automatically and continuously to counter under and oversteer.It all happens without the driver having to do anything special – so long as the car is driven within acceptable limits.The driver does, however, have the ability to call up faster acceleration response – and shorter shifting with automatic transmission at the touch of a button.The Z4 is simply a treat to drive in any conditions – quietly around the city or more enthusiastically when speed limits permit and road conditions allow. If one can afford to rent a race track, the driver with the skills can have a ball.The two-door roadster starts at $78,500 for the 2.5i with five-speed manual transmission, or $81,100 for the five-speed three-mode automatic with sequential override.The 3.0i (as tested) costs $92,000 for the six-speed manual and $94,600 for the five-speed automatic.Both models come with quality sound system, while the three-litre version gets a 10-speaker unit and a CD stacker mounted between the seats.In addition, the latest Bluetooth mobile phone plumbing is standard as is an in-dash mini-disc player.Key options include satellite navigation and television.While the Z4 line-up is hardly cheap, it does come loaded with a generous menu of standard kit.This includes 16in cross-spoke alloy wheels on the 2.5i, and 17in on the 3.0i, rain sensing windscreen wipers, automatic headlight control, front fog lights, on-board computer, run-flat tyres, aluminium interior trim and leather cover for the sports steering wheel, gear knob and handbrake.Xenon headlamps with a washer system come as part of the package, and a park distance control is included to prevent contact when steering into a tight spot.The Z4 sits on the same suspension set-up as the 3 Series, but modified for compatibility with the sports.With the benefit of such a wide variety of stability and traction control, the car turns in precisely to bends and tracks with pin-sharp accuracy. The interior is true to the tradition of both a genuine sports car and BMW's long approach to roadster motoring.The sports seats are comfortable and ergonomic, ensuring excellent lateral support when side forces attempt to push the driver out of position.The fascia is clear, straightforward and sporty, with every switch and lever positioned for intuitive use. A speedometer and rev counter are the dominating instruments, with hooded tubing preventing reflection.Finally, the hood is a genuine rag-top rather than a hinged hardtop used by the competition. It lowers in less than 10 seconds at the push of a button – making it the fastest hood in the segment.The clever Z-fold roof design ends up lying flush with the body without the need for a tonneau cover or lid.In sum, the Z4 is a remarkable sports car with the exception of that one styling cue on the front wing. A subjective view, certainly, but one which seems to be shared by a number of critics.One expects all the driver safety aids in a premium-priced BMW and one is not disappointed.It would take a really good driver on a fast, flowing race track to really take the Z4 to its critical limits.And that means it is immeasurably safe when driven at speed limits – hopefully by drivers who have taken the trouble to do an advanced driving course.

The Mercedes-Benz SLK 350 is one of them.We loved the cheeky, entry level Kompressor model that we drove a couple of weeks back with its perky 1.8-litre supercharged engine.But the 200kW, V6 powered SLK 350 is something else again.The fact that Benz has an even more powerful, V8 AMG version of the car on the way is mind-boggling.How much power do you need?In some repects we still prefer the lighter, more nimble Kompressor in comparison to the heavier, more powerful SLK 350.The Kompressor is a car in which you have a lot of fun, without feeling that you have something to prove.It has a nice note to the exhaust, strong mid-range acceleration and light razor sharp handling.But powerful cars are like a drug and it is difficult to ignore the call of the big torquey V6.The car gets off the line in a rapid fire 5.6 seconds on its way to 100km/h (even faster with the auto).That's every bit as fast as a WRX, the benchmark for so many performance cars these days, and almost as quick in fact as the ultra high performance STi.However, the V8 when it arrives will eat have both Soobys for lunch, able to accelerate from 0-100km/h in just 4.9 seconds.It's easy to get bogged down in performance figures and the rest of the "mine's bigger than yours" revhead culture.Suffice to say that the SLK 350 is an exciting car to drive and one that embodies the traditional elements of sports car design – it's light, compact, with a low centre of gravity and excellent power to weight ratio.A purpose built two-seater, the SLK joined the Benz lineup in 1996, with a cleverly designed metal roof that can be removed at the press of a button, tucking neatly into the boot.Even with a price tag of $112,000 for the SLK 350, it is still a far cry from super car territory but offers the same sort of style and performance as a Porsche or Ferrari.Let's just say if you won the Lotto, you could do a lot worse than buying one of these beautiful pocket rockets.One of the other clever things about the new SLK is the optional "air scarf" system that was fitted to our test vehicle.This ingenious device delivers warm air to the back of your neck through small holes located in the seat head rests, allowing the occupants to enjoy that open air feeling even on the chilliest night.The new 3.5-litre V6 engine in the SLK 350 is good for 200kW of power and 350Nm of torque, 25 per cent more power than the previous V6 and 13 per cent more torque.A seven speed tiptronic style automatic transmission is standard on the 350 and is actually a fraction faster than the manual tranny, at 5.5 seconds for 0-100km/h.Our test car was fitted with the optional, no cost six- speed manual and despite the qucker time is certain to be the choice of enthusiasts.Fuel consumtion for the manual transmission is rated at 10.6L/100km.We achieved a figure of 12.8L/100km during testing.Standard equipment includes climate controlled airconditioning and leather upholstery, driver and front passenger airbags, side airbags, cruise control, stability control with anti-lock braking system, acceleration skid control and brake assist.In additon the 350 gets satellite navigation, CD changer, electrically adjustableseats, larger 17-inch wheels and rubber, and bigger brakes with perforated front discs.

The company this week introduced a tempter that should lift Renault's profile from nowhere to somewhere especially in the light of four other recent arrivals.The Megane Coupe Cabriolet completes six hectic weeks for Renault that saw the arrival of Master and (impressive) Kangoo vans and the high performance Megane and Clio sports models.Megane Coupe Cabriolet is a gorgeous thing with a stunning Karmann-designed and manufactured all- glass retractable roof thrown in for good measure. It gives an all season driving experience with the roof up or down, something no other car offers at present.Like retractable tin-top convertibles, the Megane's two piece roof is electrically operated and folds into the boot.Neat and tidy.The process takes a scant 22 seconds so sudden downpour syndrome can almost be avoided.Worried about the glass roof?There's no need because it's arguably tougher than steel and also knocks out 95 per cent of UV radiation. A dappled sunshade is provided for extra sun protection.The chassis is similar to Megane sedan and hatch with reinforcements in critical areas such as the windscreen and underfloor areas. It weighs about 150kg more but rides on a longer wheelbase. There are other chassis/dynamic adjustments throughout the car.The powertrain is a lift from Megane hatch – a 98kW, twin cam, 2.0-litre, petrol four cylinder driving through a six speed manual 'box or four speed automatic.There are plenty of goodies inside the Coupe Cabriolet as befits its asking price of $47,990, $2200 more for the auto.And it rates as the safest car in a frontal collision as tested by European NCAP which gives it five stars. Safety equipment includes six air bags and ABS.An optional LX pack ($1290 adds 17in wheels and a six CD stacker).Though pitched as a four seater, precious little rear seat legroom precludes adults from travelling in the back. The boot is generous with the roof up, less so when folded. A full size spare is included.The auto version tested proved impressive indeed, better than expected.It has a strong chassis and excellent engine response. There are no torque holes to fall into and the powertrain works smoothly and efficiently particularly kickdown.We drove (in the wet) with the roof on and off and it feels rock solid in both modes. The car's shape deflects light rain completely overhead and even allows a cap to be worn without worrying losing it.There's absolutely no windscreen shake and no rattles, groans or frequency vibrations that can plague this type of car.The ride/handling package is sporty with firmish suspension, electric power steering and (over) sensitive brakes.The car's fun to cruise in and you can turn up the wick and treat it like a sports car.Pretty well no luxuries have been left out and the interior looks modern and plush except for a quibble with some plastic surfaces.Distinctive rear styling pleases but the generic Megane front could do with a lift such as dual element headlights to differentiate the Coupe Cabriolet from Megane hatch.This car has plenty of competition and is priced right on the money for the segment. It looks a million bucks and has the added advantage of that all glass roof.

But if it is half as good the new, second generation SLK I regret missing out.In the course of a year we get our hands on a lot of flash sports cars here at CARSguide but the baby Benz impresses as easily the best example of the genre that we have driven so far.Even the entry level SLK 200 Kompressor with a relatively conservative 120kW of power is stunningly good.The small two-seat SLK sports car with its removable metal "vario" roof joined the Benz lineup in 1996.The current model which made its debut in September is available in two forms at the moment, the Kompressor with a supercharged four cylinder engine and the hard-hitting SLK 350 with a 3.5-litre V6 – an AMG V8 is still to come.Our test vehicle was the SLK 200 Kompressor, although we will be bringing you more on the V6 in the weeks to come.The Kompressor is a ball to drive, with snappy performance, an urgent note to the exhaust and pin sharp, point and shoot handling.The supercharged 1.8-litre in-line four cylinder engine is a lift from the larger C-Class range.It provides the same output but is claimed to use eight per cent less fuel than the previous power plant.The car lacks some punch off the line, but delivers strong mid- to high-range acceleration which is where you want it.Maximum power of 120kW is delivered at 5500rpm, while peak torque of 240Nm is available between 3000 and 4000rpm.Revs build quickly and the engine peaks easily in the lower gears, so short sharp changes are the order of the day.Our test vehicle was fitted with the optional six- speed manual transmission which actually reduces the price of the car by $3100 – a win-win situation for the enthusiast.The stubby shift lever falls easily to hand and is ergonomically sculpted to sit snugly in the palm, with a quick precise feel to the change.Reverse gear moves from left rear to left front in the revised transmission.A five-speed auto with F1 style change buttons is standard.The Kompressor returns a respectable 7.9 seconds for the 0-100km/h dash in manual form while the auto is a little slower at 8.3 seconds.But sports cars are more about style and twisting mountain roads than flat out, straight line performance.Point this car at a corner and revel in the experience as it rotates neatly about its own axis before sling- shotting out the other side, with almost perfect road manners.Equally impressive is the light way the car sips fuel, with the on board computer reporting average consumption at just 9.5L/100km from the 70-litre tank – we might add, without a hint of being driven sedately.The SLK is a striking car, much bolder and more visually impressive than the model it replaces, with its long swooping bonnet and large swept back headlights.Twin exhaust and chunky rubber herald the car's credentials from the rear.With its huge three pointed star dominating the front radiator grille, there is certainly no mistaking this car for anything else.Of course, there is only room for two inside, so it cannot be judged in terms of practicality.However, the electrically operated metal roof offers all the joys of open air motoring with none of the drawbacks.The SLK is just over four metres long and stands a shade under 1.3 metres tall, weighing in at 1390kg with a body that is 72mm longer and 65mm wider than the previous model, providing occupants with more space and greater comfort.Boot space is reasonable, with a hard plastic cover that must be in place before the roof has sufficient space to open.Opening and closing the roof takes just 22 seconds.About the only thing we disliked about the SLK is that long descent to the driver's seat and the large, wide opening doors which do not augur well for narrow driveways.The seats are also a little firm and the steering wheel a tad upright for our taste.Standard equipment includes climate controlled airconditioning and leather upholstery, driver and front passenger airbags, side airbags, cruise control, stability control with anti-lock braking system, acceleration skid control and brake assist.The Mercedes-Benz SLK Kompressor is priced from $86,900.