Convertible Reviews

And with the new generation of hard-roofed, electrically-operated models, there is just no downside to owning one of these fun machines.We say fun because there are not too many people who do not enjoy the sensation of driving with the top down.One of the better examples of this new breed is Peugeot's 307CC.The French car maker has really nailed it with this one, a big sister to the tiny 206CC hard-topped convertible – because it's very, very good.Pricing is very competitive too, with the 307CC priced from $49,990. The 307CC is all about style and it cuts an eye-catching figure, top up or down with its steeply raked windscreen.Inside the elegant brushed metal and chrome dash instrumentation is reminiscent of a ladies designer watch.Two engines are available, both versions of the same 2.0-litre DOHC power plant. The choice is 100kW/ 190Nm or 130kW/202Nm (same as the GTi 180).Our test vehicle was powered by the lower output 100kW engine and while it lacked torque at times, it is surely one of the sweetest, smoothest fours around.Bear in mind that this car is not designed as a performance model but rather as an elegant, cafe cruiser. That said it still has plenty of zip and like most Peugeots handles extremely well, with stability control standard in case things get out of hand.Transmission is a choice of a standard five-speed manual or optional, adaptive four-speed tipshift auto. Our test car was the manual – it should be noted that the auto is not available with the more powerful engine.It was only when tackling some rising hairpin bends that the engine's lack of torque became apparent. The car was travelling too slow for second gear but too quickly for first, with not enough torque to pull it out of the hole.Removing the roof is a snack and this is possibly the single most important factor when it comes to choosing a convertible.There is one centre console mounted button between the seats and no tie down clips to release. It takes a few seconds, with the proviso that there must be sufficient room in the boot for the roof to fit. To ensure this is the case, a luggage blind is fitted that must be in place before the roof will operate.Body flex is minimal with the roof down and interior noise is impressively quiet with it up. Vision is also quite good, even with the roof up.The car has seatbelts for four people and there is a reasonable amount of rear legroom. Rear seat access is reasonably easy with recessed release tabs mounted high on the seats. The front seats return to their normal position.Luggage space with the roof down is not terrific but there more there than some cars we have tested. hSafety features include ABS brakes (with brake force distribution and emergency brake assist) and electronic stability control, plus four airbags, active front seat head restraints and rear roll over bars that deploy in the event of an accident.Luxury featrues include climate air, with auto wipers, headlights and rear vision mirror.Trip computer is difficult to see in bright sunlight and invisible with polarised sunglasses.Could use some real cupholders instead of the moulded recesses located alongside the handbrake.

But thankfully it's never brash or brutal, though some people find price tags of $203,000 and $220,000, coupe and convertible, about as brutal as it gets in new-car showrooms.The Six is a great drive with plenty of appeal and a welcome comeback car in a BMW line-up that seems to be expanding all the time.This one has been revived, after a strong run through the '80s, to take a top-end charge at everything from Jaguar's XKR to the Porsche 911 and the latest Bentley Continental GT. Oh, and Benz's CLK and CL coupes.It's a big job for a big car that looks a lot like a two-door 7-Series limo, but it's also a sign BMW is serious about filling every slot in the prestige world.It believes it should have a car for every prestige and luxury buyer, from its latest baby car -- the 1-Series compact that comes to Australia next month -- to the 7-Series limousine and the Six.The 645Ci coupe is a four-person coupe based on the mechanical package of the mid-sized 5-Series sedan, but it picks up the fulsome 4.4-litre V8 from the Seven.The engine has Bi-Vans valvetronic control to liberate 245kW of power, the chassis has run-flat tyres with pressure warning, there is dynamic stability and traction control as well as dynamic brake control and cornering brake control, and the cabin is padded with airbags.BMW has gone all-out with active steering, aluminium for the bonnet and rear suspension, thermoplastic front guards and adaptive xenon headlamps that can see around corners.It is all built up as a Grand Touring package for people who are likely to use their Six for weekends away or holiday trips, though it will also bumble along in traffic with the same sort of cosseting cabin as the Seven.BMW Australia isn't predicting big sales for the car, about 20 a month, but knows it can bang a big drum with a car that turns heads and gets people thinking about the brand.ON THE ROADBMW Australia says you will have to be quick, and wealthy, to get one of the 120 Sixes allocated Down Under this year.It is trying to get more, but believes the 645 will be a sellout for 2004 with strong demand already for 2005. What makes the car special is its bold look and performance that matches the promise in the two-door body and long list of technology and equipment.We drove it as a six-speed manual coupe, even if most will be delivered as a convertible with six-speed auto and touch-change sports shift.We also had one in the test fleet for back-to-back running with a Porsche. The 911 was the superseded model, but the difference between the cars was obvious.The BMW is a more everyday car, happy to run to the shops or carry four adults on medium-range trips, and the Porsche is the fun machine.The Six is more practical and surprisingly enjoyable, and the 911 is a car that takes driving.Lined up against its other rivals, the BMW is well ahead of the Jaguar on cabin space and quality and has a much newer design.The Six is more involving to drive than a Benz CL, though the German rival is one of our all-time favourites, and roomier and better equipped than a CLK.The Bentley? It's $379,995, which puts it into another class.These cars are all just dream machines for nearly all Australians, but the 645 is a car that delivers on most of the promises.It will blast to 100km/h in just on six seconds, doing it with a proud V8 soundtrack.It can do 200km/h for hours on German autobahns and makes no fuss about long-distance running in Australia.The ride is plush and well controlled and it is enjoyable to push along a twisty road.The luxury gear is great, though we cannot resist another swipe at the complicated iDrive computer control after driving the latest Audi A8L this week, with its much simpler and more logical MMI for control of functions such as the sound system and satnav.The Six is not as sharp as a Porsche, but more taut than a Jaguar, with the effortless poise that will appeal to people with a $200,000-plus shopping trolley.It is tough to park with little visibility, which is why the car comes with parking radar, but that was about the only complaint.Some people will find it frivolous, costly or too aggressive, but that's all personal stuff.We rate it just about equal with Benz's CL, thanks to its price advantage, and just behind the 911 because a Porsche is more exciting. This is about as good as it gets from BMW.THE BOTTOM LINETHE bold new Six is a car for people who enjoy, and can afford, the finer things in life.

One thing the original Zed failed to deliver was a rag top, drop top or whatever you want to call it top – although it came close with a glass, targa-style roof in the 80s.Enter stage right the gorgeous 350Z Roadster which carries a $10,000 premium over the coupe, but is easily the pick of the pair.It's a steal compared to some of the high-priced Euros and gives little away in terms of style or performance.There's only one model. priced from $69,990, and if you want an auto it is going to cost another $2800.Nissan is renowned for the 3.5-litre V6 that resides in the Zed. It's the same power plant as in Maxima, albeit in a very different state of tune. It delivers 206kW of power at 6200rpm and 363Nm of torque at 3800rpm.It's not the smoothest or quietest of engine around but we don't think anyone is going to find this a major problem. Drop back a gear, drop the top and listen to the note from the twin exhausts.We were particularly surprised by the good economy that we got out of the roadster. It returned more than 600km from a single 76-litre tank of fuel, although we should point out it drinks premium. That's better than 12.6L/100km.When you cut the top off a car you need to compensate for the loss of structural rigidity by reinforcing the underbody to stop the chassis twisting. They've made a good fist of this with the Zed because there is little or no scuttle shake, at least on the roads we travelled.The roof is a snap to release. Push the release button, pull down the central handle and then hold down the under dash button until the cloth roof is fully retracted, stowed neatly under the twin bubbles of the hard cover.Our test vehicle was the six-speed manual and while it was a little stiff at first the changes were reasonable smooth by the time we got the hang of it. There's plenty of torque so the car will happily dawdle around in top gear.Acceleration is strong across the range but the car is hard to get off the line cleanly and we'd like to see a bit of work done in this area.Handling is excellent with a traction control system that can be turned off. But we wouldn't recommend this unless you're an experienced driver.The roadster is not the easiest of cars to get in and out of. It's a long way down with huge doors that open wide and this can be a problem in narrow spaces.Standard equipment includes leather upholstery, heated seats and a kick butt 240 watt Bose sound system.

As most of us trade the pool and beach for the doona and heater, there are many drivers scooting around town with the roof down. Are they mad? Are they warm-blooded freaks? Or are they just posers?It was time to test it out and the Saab 9-3 Aero convertible was the guinea pig.The information display reaffirmed the chill factor -- registering 12C outside.While the engine warmed up, the seat warmers did the trick and my back and legs instantly thanked the inventors of such a wonderful device.The dual-zone climate control airconditioning, which can reach up to 65C, directed the warm air to my face, feet and body by a turn of a knob and push of a button and immediately took the chill away.Then it was time to drop the top and experience the joy, or insanity, of driving a convertible in winter. My finger momentarily wavered as it headed towards the roof release button but 20 seconds later as the Aero's 155kW of power and 300Nm of torque were employed to full use, I could hear the winter leaves flutter above.Wind interruption was minimal and I felt more like I was in my lounge room snuggled up in front of the fire than cruising the streets in a convertible on a wintry afternoon. The new Saab 9-3 is a vast improvement on the old model. The Aero model is even more of a delight with more guts than its base-model counterpart, the Linear, and has a few extras inside.With all convertibles it is rigidity that makes or breaks the car.Saab says the body rigidity of the new 9-3 is 300 per cent stiffer than the old model and this makes it substantially more resistant to skuttleshake or flexing.The improved suspension soaks up road bumps nicely although there was a bit of body shake on rougher suburban roads while playing dodge the pot-hole.The automatic transmission took a little while getting used to. Saab's low-boost turbos mean you don't have to work them hard to get a result. It is easy to get caught out in a higher gear with nothing there, only to surge forward when the boost comes on, creating a rather rocky and inelegant ride display. It is just a matter of getting used to this power surge. The automatic gear shifting, generally, is quite smooth. The two-litre turbo is well matched to the car, not too heavy but not too light.While the 9-3 doesn't really look that much different from the outside the interior benefits from more space.But while four average-sized females fit quite well, four average-sized blokes have a little more trouble.The interior design reflects the flowing lines of the exterior and the driver is greeted by the Saab Information Display (SID), which is positioned high up on the fascia near the base of the windscreen, as close to the driver's field of vision as possible.The SID reveals time, outside temperature, radio settings, warning signals and information from the profiler function and the car computer.This display requires minimal distraction from the road and the clever design of the main instrument panel, which arcs around you, shows everything clearly.However the numerous buttons on the centre dash display, which make a driver feel as if they have mistakenly jumped into the cockpit of a jumbo, seem unnecessarily cluttered.The 9-3 has plenty of safety features including dual front airbags that inflate according to the severity of the crash, side air bags, whip-lash reducing head rests, roll bars that pop up in the event of a rollover, anti-lock brakes and a slide control system.The winter convertible experience is pleasant and takes the versatility of the drop-top a little step further.

Once the BMW is in the sight of their side mirrors, the 750cc rider turns his head in acknowledgement of the ensuing duel. It's a battle that, well, if it was not to be undertaken in a car like the Z4, probably wouldn't have been undertaken at all.But was it possible that this 3.0-litre Z4 could give two motorbikes (that win in power-to-weight ratio) a run for their money?With a rev of the engines and a twitch of the rear wheel of the 750cc, the question would soon be answered.The 750cc was swallowed up within three corners. Perhaps the rider was not that adept, perhaps the car was just better; it was not enough of a battle to decide.With a glance over his shoulder, the R1 rider nearly fell off upon seeing the silver Z4's distinctive, aggressive face bearing down on him -- instead of his mate -- and realised he had to fly the flag.Keeping to the 100km/h limit, the battle was sheer corner speed and acceleration, with both steeds showing their assets.The Z4's sophisticated braking, automatic stability control and traction, corner braking control and dynamic traction control meant it was impossible to shake and clearly out-handled its two-wheeled competitor. The 50/50 weight distribution showed the perfect balance of the Z4, while the electric power steering was put to the test -- one it passed with pretty good results.The sports-tuned suspension setting was also on, a mode that tightens the throttle and steering response.Despite impressive figures of 170kW at 5900rpm and 300Nm of torque at 3500rpm coming from BMW's straight six engine and fly by wire throttle (which made acceleration an interesting duel), the R1's get up and go was a bit too quick for the likes of the Z4. But it was a bike for heaven's sake.It was a relatively short-lived battle as the R1 pulled over to let us past and to wait for his mate to catch up.It was, however, a testament to the handling capabilities of the roadster and one that was made even better by being able to relax back into the leather seats and turn on the seat warmer. The stiffer ride, though, means the Z4 feels a little skittish on bumpy roads and the imperfect steering feel lets the enjoyment down, just a bit.Like the riders, though, you can also have the wind in your hair, or not, in just 10 seconds -- the fastest folding roof in its class.Then there are the sports seats with memory settings, climate control airconditioning, elegant interior styling, 16-inch alloys, a rain sensor, automatic headlight control, front fog lights, an on-board computer, aluminium interior trim and a leather cover for the sports steering wheel, gear knob and handbrake.The 3.0-litre boasts a CD stacker and a 10-speaker stereo system.The Z4's exterior styling has been a point of discussion since it was released. In fact, it really seems like it was a case of love it or hate it.But BMW dares to be different and even if the exterior is a little daring for certain tastes, it would not be a deciding factor once the bum has been in the seat.Having driven both the 2.5i-litre and the 3.0-litre, it's fair to say the 2.5i-litre is no slouch compared with its bigger brother and still boasts all the technical stuff BMW could fit in. With 141kW at 6000rpm and 245Nm of torque at 3500rpm, the 2.5i sprints to 100km/h in just seven seconds, 5.9sec for the 3.0 litre.The Z42.5i comes in either a five-speed manual or five-speed three-mode Steptronic automatic. The 3.0-litre adds a gear on the manual but stays a five-speed in the automatic. Unlike some six speeds, the Z4 gives you time to change, so it doesn't feel like you've just started off in a truck. The engine lets you rev it out with no complaints and leaves a sweet note in the ear.Despite being very gutsy and quick, both are still fuel efficient, the 3.0-litre using about 11 litres per 100km combined.The 2.5i is priced at $78,500 for the five-speed manual or $81,100 for the automatic. The 3.0 is priced at $92,000 for the manual or $94,600 for the auto. 

Now, hold it together. Take a deep breath. You might just be being offered a Peugeot 307CC.That being the case, the hard-top that can turn into a soft-top at the press of a button is not such a silly idea – any time of the year.After all, it is one of the slinkiest, most stylish cars likely to be seen in the sports car park. It is rewarding to drive – even though it is not developed as a fireball performer.The sticker price is on the money for what it is and what it has to offer. And you do get two cars for the price of one.For CC stands for coupe cabriolet – a clever model name which describes its two guises depending on the position of the retractable hard-top.The test week was a handy combination of sunny and rainy days. Just perfect to rug up in a rally jacket, buzz the roof down and enjoy the fresh open air one day and raise the roof and stay warm and dry in the wet.The retractable hard-top is an engineering work of art.Peugeot bought the mechanicals in from a German joint-venture company set up by Mercedes-Benz and Porsche to design fold-down roofs. Not a cheap component – but a lot cheaper than developing your own that may or not be as good as the off-the-shelf item.It takes just 25 seconds for the rigid roof, with its large, curved glass rear windscreen, to retract and disappear under the boot-trap.You can raise or lower the roof at speeds up to 10km/h – we'll leave for another day discussion on why anyone would want to raise or lower the roof on the move.In either coupe or cabriolet forms, the 307CC is a stunning looking two-door, four seater.The heavy rake of the windscreen looks just as racy with or without the roof in position.What has become Peugeot's trademark feline headlights give the car the usual slinky, ultra-chic look.The car comes with a choice of two engines, a 100kW two-litre four, with five-speed manual transmission, or four-speed tiptronic automatic in the Dynamic equipment grade or a 130kW two-litre version with five-speed manual in the Sport.Prices for the Dynamic start from $49,990 and the Sport from $56,990.Neither are particularly quick. The entry engine takes 10.9 seconds to dash from zero to 100km/h (12.7 seconds with automatic) and the more powerful engine does the trip in 10 seconds. But even though it is no racer off the line, the 307CC responds to high revs in the mid ranges, although it tends to be a bit short-winded up top.However, the compact dimensions make the car seem like it is going faster than its actual speed.So one can get the impression of fast driving without racking up demerit points.The Dynamic on test proved really enjoyable to push around a favourite loop through the Adelaide Hills.The five-speed manual is one of the highlights of the CC and the tiptronic auto should be just as enjoyable.The car sits on really well developed suspension which keeps body movement to a minimum, yet offers good ride comfort.Both models come with electronic stability program, anti-lock brakes and emergency brake force assistance so the car has a high degree of handling integrity.The interior is particularly sporty and ergonomic with all the switches, dials and things in the right places, and good use is made of metallic finishes.Seating is comfortable and fully adjustable to allow the driver to get in a desired position. The car is built on a rigid structure to ensure the safety of passengers in a major collision. The evidence of the success of this fabrication can be found in its four-star independent crash-test classification.Protection in a rollover is always a concern to owners of cabriolets. To provide the protection, the rear bulkhead is equipped with an electronic rollover bar. This is supplemented by reinforcements bars in the windscreen pillars. Front occupants also benefit from reactive front airbags, head/chest side airbags, and three-point seat belts with force limiters.Standard equipment is particularly generous. The entry grade car comes with remote central locking, fully-adjustable steering wheel, six speaker Clarion sound system, climate control airconditioning which cools the glove box, a pollen filter, leather trimmed steering wheel, aluminium finish to the centre console, an array of storage areas, electric steel roof, alloy wheels, rain sensing wipers, sports seats, and rear headrests.The 307CC is not a true point-and-fire sports cars with power to burn.But it is a highly sophisticated, beautifully styled, highly versatile four-seater car which looks good with the metal roof up or down.It drives nicely and handles and steers precisely.And do not forget it is a car for all seasons – an open-topper for the good weather and a fixed-head coupe to keep the rain and cold out.Pricing is right and Peugeot appears to have such a growing following that retained values should not be a problem to those who leave with fairly high residuals.In sum, I liked it – I recommend it.

The MX-5 SP was a wild and outrageous thing, almost dangerous you might say in the hands of an inexperienced driver.Only 100 examples at 55 grand a pop were produced which in hindsight is probably a good thing.Since then Mazda has obviously pondered the exercise and has finally delivered a detuned, factory- built version of the car.It is a last hurrah for the current model that is due for replacement in the very near future, but a very good one.The MX-5 SE (the nondescript moniker gives little away) is a brilliant example of what can be achieved with a little thought and refinement.It lifts the cute little sportster to a level beyond a bit of fun to that of a real performance machine, while retaining some sense of self preservation.The original SP produced a formidable 157kW at 6800rpm and 289Nm at 4600rpm and was capable sprinting from rest to 100km/h in a fraction over six seconds.The SE in comparison delivers a conservative 121kW at 6000rpm and maximum torque of 206Nm at 4500rpm, with 0-100km/h expected in 7.8 seconds.This compares to 107kW and 168Nm for the standard model.While the increases in power and torque may not appear terribly great, in real terms they translate to a car that offers very strong performance across the entire rev range.The significant increase in torque and an earlier peek, deliver a car that is quicker off the line and much easier to manage in day to day driving.It's no WRX, but then the WRX is no MX-5 either.What the MX-5 SE is, is a fantastic, all round sports car in the classic sense of the term.Just like the days of old, it's awkward to get in and out of, vision is terrible with the hood up and there's not much room for anything besides the driver and their passenger.And although it is reasonably well equipped, the cabin is not what you'd call opulent, it's pretty noisy inside and the ride is harsh on anything but smooth roads.The steering is direct, the six-speed manual short, sharp and close on hand and it handles like a go kart, with a rear end that likes to hang out in the breeze if you're not careful – but it's all great fun?The SE features significant mechanical improvements, including for the first time 17-inch alloys with 205/40 series unidirectional tyres and a torque-sensing limited slip diff.It also comes with a body kit, large exhaust pipe and coloured brake calipers. The body kit includes a new front spoiler incorporating a more prominent air intake and recessed fog lamps, a boot spoiler and rear under spoiler.Inside, the interior also features a number of luxury features and can be optioned with leather trim for another $1000.The MX-5 SE is priced from $45,490 plus on-road costs.

Mazda's venerable MX-5 is one such car and it is heartening to find that although the next generation is almost with us, the company has not given up striving to improve.The MX-5 has been a benchmark for affordable soft-top motors. It was designed as a driver's car. Creature comforts were minimal but what a chassis! The model has soaked up a string of power increases without so much as a hiccup and is essentially unchanged in more than a decade.If there was a pinnacle for the car it was surely the limited run of 100 turbo SP models out of the Australian garages of Mazda Motorsport boss Allan Horsley.What a cracker. Mazda Japan said it couldn't be done; wouldn't be done. Mazda Australia said it could and it would. With the Turbo SE, headquarters has sort of said, "we were wrong" in a very face-saving way. The new SE – shamelessly and thankfully aimed to keep up the interest in MX-5 until the all-new car arrives late next year – is a low-blow version direct from the factory with only a fraction of the extra power, torque and sheer in-your-face attitude of the locally-developed car.However, for its $45,490 – a mere $5000 more than the naturally aspirated model – the SE comes with limited slip differential, 17-inch alloys shod with 40-series rubber, a body kit including a restrained rear spoiler and signature exhaust, painted brake callipers, drilled sports pedals and new seat trim. The Turbo SE adds some 14 per cent to the MX-5's power output, lifting it to a handy 121kW, but more significantly boosts torque by almost 25 per cent, taking it to 206Nm for the 1.8-litre four.The delivery is noticeably different for both the normally-aspirated model and the SP. While the turbo cuts in about 2000rpm to provide an initial surge, there is a clear second effort at just over 4500rpm when the engine appears to be most comfortable. Why it is there at all is a question even Mazda can not answer.Keeping the revs in the play range takes a little getting used to and can prove costly in regard to fuel economy but the rewards are so satisfying that the occasional spirited drive should be budgeted for. While the suspension, as good as it is, can still be unsettled by sharp corrugations, ride quality is good for the class of car. The MX-5's suspension comes into its own in sweeping bends where the shift in direction is absorbed seamlessly allowing the driver to press on with confidence-inspiring balance.The addition of the slippy diff only enhances the car's ability to drive out of corners under load, and while the 17-inch rubber and sharpened steering ratio have changed the feel of the car on turn-in, it is all for the better. The SE comes as a six-speed manual only – a precise and enjoyable box with ratios to encourage a maximum of time spent in third, fourth and fifth.Inside the SE is a typical MX-5. Space can feel at a premium but once you have settled in it fits like a well-cut suit.Roof operation remains manual and can be a little fiddly. It is easier to drop than put back on with the need to operate twin locks.Airconditioning is optional ($2000) and leather is an extra $1000 but neither is essential to the enjoyment of the car.

The nightmare from which I have clawed my way out of was a flash of me hanging on for grim death as I tried to make a turbocharged Daihatsu Charade go around a corner.It's a recurring theme and harks back to the days when a turbocharger was seen as a panacea for wheezy engines.The big problem was the turbo (literally) blew the manufacturer's budget and there was no more money for suspension work.Time has improved these early woes. Since playing with Mazda's latest effort of plumbing a turbo under the MX-5's aluminium bonnet, my nightmare hasn't returned. Mazda's concept isn't new. This version, the SE, is a factory job and comes after a limited run of rorty Australian-engineered turbo versions called the SP.The SE is restrained, quiet and although it's quick – but not up to the SP – it hasn't the rawness of the SP.Which is possibly what Mazda intended; a roadster that is a bit faster than the standard version and a touch more exclusive but doesn't harm tradition or upset the loyalists.Power goes up 15kW and – more importantly – torque is up 41Nm over the standard MX-5, while handling improves with a lowered body, Bilstein shocks and 17-inch doughnuts.The already acclaimed MX-5 fun factor goes up in proportion to the performance, so once again the MX-5 is a hard car to leave idle in the driveway.Unlike the blown Charade, it hunts out and eats corners with go-kart handling and pin-sharp steering – all aided by a willing engine and crisp six-speed gearbox.Despite firmer suspension, the ride is compliant. The engine has virtually no turbo lag, with a pleasant lineal power flow that gets a kick at 5000rpm as the variable-valve system changes to performance mode.One look under the bonnet shows a lot more performance potential, such as a bigger intercooler to replace the A4-size cooler.It's not dramatically better than the standard model but merely gives the buyer more oomph for $5000.With the roof up, it is snug and warm. The turning circle is tiny making it very city friendly and the fuel economy only goes out the window when you cane it.There's a nice six-speaker sound system, personal storage space within the cabin is minimal, and the airconditioner is a $1953 option – but with the top down, who needs it?

We have tested the posers, pretenders and potential stars of open-air motoring. But it's time to reset the gold standard for convertibles and cabrios.We've enjoyed the Mazda MX5-SE and Peugeot 307 CC, puzzled over the Daihatsu Copen and had an unfulfilling fling with an Alfa Spider, but have no doubts about the Mercedes-Benz SL.It remains the best metal-roof convertible.The latest SL is the six-cylinder 350. And it brings everything that has made the heavyweight Benz a benchmark of the droptops.That means good looks, quality design, fantastic finishing and a roof action that still drops jaws after more than 10 years and plenty of copies.But the best comes at a high price.The cheapest of the SL droptops will detonate a $200,000 explosion in your bank account, and the top-line SL 65 – which arrives later this year with a twin-turbo V12 engine – will cause a seismic shift closer to $500,000.So, how can we describe the SL 350 as a bargain?The six-pack SL is $90,000 less expensive than an SL 500 V8, yet its missing equipment adds up to nothing like $90,000.The only things absent from the SL 350 are Parktronic parking radar, high-beam xenon headlamps, Benz's hi-tech Active Body Control suspension, and heated and ventilated seats.It even has the same 17-inch alloy wheels as the SL 500.That means a lot of cars are going to be ordered without a 500 badge on the boot, because only real enthusiasts – or people with a keen ear for a V8 burble – will pick the difference.The arrival of the 350 this year comes after the big impact of Mercedes' SL 500 and SL 55 AMG, and ahead of the twin-turbo V12 SL 65 AMG, which will cost about $470,000 when it arrives later this year.The 350 has taken 60 per cent of SL sales this year, which is good considering 102 cars were delivered by the end of April.Benz expects it to take 50 per cent of all SL business for 10 years.Changes to SL models are far apart for two reasons: high development costs and the car is a fairly timeless machine.The SL has a surprising number of rivals at $200,000, including the Porsche 911 Targa, Maserati Spyder, Jaguar XK8 and the cheaper Lexus SC430, while BMW will rock the boat with a 6-Series convertible.On the roadThe SL has been around for a while, but it still feels new and tight. It looks good, too.It comes fully loaded with everything from electric leather seats to satellite navigation and classy CD sound, just as you'd expect for the price.The downgrading work in the engine room hasn't really hurt the car, which still has enough go from its 3.7-litre V6 to easily keep pace with traffic and breeze past when overtaking.It doesn't have the wham-bam punch of the 500, or the gutsy engine grumble, but the performance is fine and it did well to run13.2 litres/100km consumption during our test.The sweet five-speed automatic with easy touch-change action allows you to keep the engine in the performance band from 3000 revs if you want some fun. It provides plenty, and not just with the top folded into the boot.The SL is a great coupe with the strength of its rivals and plenty of lounging space for two. OK, it's a big car to have only two seats, but that's the deal with the SL. There's a small bench behind the buckets for knick-knacks.Fold down the roof and the SL becomes a great convertible, particularly with the wind blocker fitted inside the fold-up rollover bar. The roof itself still sets the standard for all convertibles, working smoothly and quickly. It would be nice, though, if Benz could get it to work at up to 30km/h – as do some cheaper rivals – so you don't get caught in a downpour at the lights.The SL 350 corners nicely if you glide it around curves and don't try to force all 1700kg into abrupt moves, but it's not immune to droptop wobbles. A couple of undulations and a hidden drain caught it, reminding us that even Benz can't remove all traces of top-down weakness.At the end of our time with the SL 350 we were reminded of all the good reasons for putting one on the Tattslotto dream list.But if the SL 350 is so good, why doesn't it get a perfect 20-point rating? The price, because $209,900 is silly money for a car – particularly one with only two seats.The SL 350 is a mighty fine device and a relative bargain among luxury cars, but we still have to leave a little space in the ratings for the SL 55 AMG – still best in show for the SL – and which rates a 19.The bottom lineIf you win Tattslotto, put this car on your shortlist. It's actually a bargain.