Convertible Reviews

If you had to nominate a car badge in need of an image polish BMW probably wouldn't be near the top of your list. Chances are it wouldn't make it on to the list.Yet BMW's Australian boss, Franz Sauter, has nominated image as the raison d'etre of the latest 645Ci coupe and convertible."While the 6 Series will not be the biggest-volume seller, it is very important to BMW and the image of the company," Sauter said at the recent Australian launch of the luxuriously sporting model."It is a car we are happy with and proud of."There is little room for argument that the 645Ci is a premium product – yet at $203,000 for the coupe and $220,000 for the convertible the biggest issue appears to be availability, not affordability."We are going to get closer to 120 than 200 this year," says John Kananghinis, BMW Australia's general manager of marketing and communications.He says that while there were no natural competitors for the latest BMW – "there are some who are as sporty but do not have the luxury, and others who have the luxury but are not as sporty" – early indications were for conquests from a wide range of brands."We have had inquires from 7 Series owners – to add to their garage – from Porsche owners, XK8s, Maserati, the odd Benz...but not too many of those.""There is a bit of a Holden-Falcon thing in that area. Both sets of owners have a very high level of loyalty for their badges."BMW's history is littered with sporty, luxurious coupes since before World War II. It has been during the past 25 years that the 6 Series became synonymous with luxury and performance in a two-door package.From the arrival of the 635CSi in the mid-'70s through to the quirky 850 and 845Ci in the early '90s, the luxury coupe was a staple.The latest 6 Series comes with a high level of specification but the options list is sparse.A six-speed manual to replace the slick six-speed ZF auto is a no-cost option, 19-inch alloys in a choice of styles are $2200 or $3200 extra, climate comfort glass ($600), the premium Logic7 sound system ($1760), active cruise control ($4500) and head-up display ($3000) will be available from late this year.Standard fare includes the clever adaptive steering launched on the 5 Series, dynamic drive control, dynamic traction control with a higher slip threshold and dynamic drive, which uses a pair of active anti-roll bars to almost eliminate body roll.Also on the menu are active (road-following) Bi-Xenon headlights, six airbags, run-flat tyres, dynamic stability control, supremely comfortable heated sports seats, TV, SatNav, voice-recognition iDrive, plus an entire grab-bag of luxury bits.How it drivesIt was enough to make a driver weak at the knees. The prospect of punting the 645Ci coupe and convertible through some Targa Tasmania stages was the stuff of dreams.The reality was a harmless toodle behind a pace car over the legendary Sideling, which didn't give the Bimmer much of a chance to shine. As slippery as the stage was in the morning drizzle, the BMW coupe was so far inside its comfort zone you could almost feel it blush. Too much more of that and you could imagine the squadron of 645s packing it in and going home.Fortunately, that was the entree and when the cars were back on an open road their true colours burst through like a rainbow.The coupe, a stand-out choice, is magnificent. Forget that it has complex and efficient electronic driver-modifying technology – it allows the heart behind the wheel to race.Not that the convertible is poor, it's just not up to its hard-top sibling. There was a surprising amount of scuttle shake. While the chassis never threatened anything untoward, it did make the ride less comfortable.Powered by the 4.4-litre V8, from the 7 Series – though allowed much more character and voice – the 6 feels the business.BMW claims 0-100km/h time of 5.3 seconds. More impressive, in a real-life application, is the huge amount of urge on tap through the mid-range. Most of the available 450Nm of torque is there from 2500rpm and the acceleration when overtaking is comforting.While there is a six-speed manual available it would be difficult to put a convincing argument as to why you couldn't be happy with the standard six-speed ZF auto.The twin active rollbars' ability to settle body roll and keep the 645 even is amazing.Throw in the active steering and it's like straightening out the bends. The sports seats are supportive and well bolstered while keeping important controls in reach.Vision across the long bonnet is good, a little restricted out the rear in the coupe and very restricted in the convertible.For all its athleticism, the 645 is a grand tourer of the old school – and isn't that nice.

Sales of cute coupes are down in 2004. Even the mighty Holden Monaro isn't doing as well as it was in the early days.But don't think that fashion-conscious shoppers have given up on their treats, because a newcomer with look-at-me attitude is always going to do well.Drum roll, then, for the Peugeot 307CC. It has all the right stuff for a successful sales campaign in Australia, starting with a good-looking two-plus-two body and a starting price below $50,000.The 307 is the second CC model from the French firm, which means it is a coupe and a convertible, complete with the same style of folding metal roof that's been a winner for Mercedes with its SL and SLK drop-tops.The new 307 is a long way better than the baby 206, which suffered from oddball looks and a cramped and creaky cabin.The first few boatloads of 307CCs already have deposit-paid owners waiting for the cars to be unloaded in Australia.What they all want is a practical coupe-convertible car that is smartly priced and looks good.Some shoppers might run the 307 up against the Mazda MX-5 SE on the convertible side of the business, or a funky Alfa 147 or affordable Hyundai Tiburon on the sports coupe side. But it is just as likely to be seen as a better-value alternative to a Saab 9-3 or Audi Cabriolet with the advantage of the metal roof.There are two models in the 307CC range, the Dynamic and Sport, and the differences run to more than just the leather seats, alloy wheels and the rest of the finery in the Sport. There are two engine choices, the Dynamic with 100kW and the Sport with 130kW.The CC is based on the mechanical package of the 307 hatchback, complete with a boot that runs as big as 350 litres before you fold the electro-hydraulically operated roof into it. There is even space for a full-sized spare tyre.The body makes it a good-looking mid-sized coupe that sits in the same size class as the Holden Astra convertible, but the Peugeot is a little bigger and looks a whole lot roomier.The roof goes up and down in less than 25 seconds.The mechanical package is straightforward stuff, with fully independent suspension and anti-skid brakes, a choice of manual and automatic, and the 130kW four-cylinder coming with variable-valve timing.Peugeot says the only major tuning change is re-calibration of the electro-hydraulic variable power steering.Equipment is impressive. Even the Sport comes with twin airbags, electronic stability control, a trip computer, cruise control, electric windows and alloy wheels.It's a good deal for a $49,990 starter price and, even if the Sport starts at $56,990, Peugeot is allowing buyers to mix-and-match from a long list of optional equipment.We love the look of the 307CC. The design is very classy, right down to the cheese-grater effect over the tail-lights and a boot-release switch inside the zero in the 307 badge.The car turns heads, always the best measure of a new coupe, and even more necks swivel when you fold the roof away.But we had questions and doubts after the press preview of the CC. It felt pretty dozy, there were squeaks and rattles, and we wondered if the car was suffering from the same sort of problems as the earlier 206CC.It is definitely not a zinger, but it was never intended to be a sports car. The 100kW engine is built for cruising, not sprinting, and will never make the car a rival for an MX-5 SE. Given the 1400kg-plus, even the 130kW motor won't be a standout.But the 307CC is nice to drive, with a light gearbox and good steering, reasonable grip in corners – it's best to glide, not attack a turn – and a smooth ride.It feels tight as a coupe and folding the roof away doesn't kill the enjoyment. You can feel the difference, with vibrations coming through your feet and wobbling the sunvisors, but it's not as if it has a hinge in the middle.The coupe-to-convertible conversion also brings a change in suspension and cornering feel because the weight of the steel roof moves to the tail. It takes some adjustment, but it's not nasty. The only nasty noise in the test car was a flapping sound with the top down, which was corrected by clipping the seat belt.The front seats are terrific, particularly with the partial leather trim, part of a deal that added parking radar and metallic paint to the test car for a price of $54,440.The back seats are cramped, but you'd expect that.The CC is hard to park, even with the top down, because the body falls away dramatically at each end. We would definitely invest in radar.We'd also have liked more go, even for cruiser use, because the CC takes too long to wind up for overtaking and needs encouragement on the five-speed lever to get up hills and through corners.We enjoyed our time with the 307CC and expect it to do well in Australia. It will put some sizzle back into the coupe scene and give more people the chance to enjoy a practical convertible at a relatively affordable price.A sweet newcomer with the right combination of sunshine fun and good looks at a nice price. 

The questions are simple and easy. Is the 9-3 any better with more value, and has it been trumped by any new arrivals?The easy answers are yes and no. It is better and there is nothing newer and classier to jump in front of the Linear.But that doesn't mean the elegant Saab is at the front of the pack jostling for sales towards the bottom end of the prestige new-car scene. We described the 9-3 as a Swedish Camry when it first arrived, and it's still more like a Camry than a Bentley.The 9-3 Arc was rated as a four-star car when we sampled it as a total newcomer, while the sporty high-boost Aero turbo got three out of five. We have changed the test scale since then, to make it more informative and split cars which would have shared the same stars but not the same ranking, and the Linear rates a 16-from-20 score against rivals including the benchmark BMW 318i and Audi's A4 on 17 and the cheaper Honda Accord Euro on 18.The difference for the Linear is that Saab isn't asking too much for a car which is solid but not a standout, and that's what should make the latest 9-3 a more sensible choice for a lot of shoppers. We would even put it ahead of some of its siblings.It also lines up impressively against the Audi A4, which was Saab's target. The Swedish company accepts that it's unlikely to win business from BMW or Benz buyers, but believes Audi shoppers are each-way voters who can be tempted by a value deal.The Linear comes with a low-boost turbo engine which Saab calls the 1.8t, even though it has a full two litres of lung capacity, and a price that's been trimmed by $1000. That makes the bottom line $47,900.The rest is unchanged, which means a solid, safe sedan body that won a five-star crash rating.

Rarely do you read a searching "road test" of just about any other product or service.But BMW Australia set new standards in launching its stunning new 645Ci last week by arranging for motoring writers to drive Coupe and Convertible models in no less than Australia's world standard tarmac rally, Targa Tasmania.Okay, so it was in the Touring class and not full-on Competition but none-the-less this exercise allowed the nuts behind the wheel to test the ballsy Bimmer over the roads and conditions for which Targa is famous.I was privileged to be the third car away at the start in downtown Launceston and drove the first two Targa stages, interspersed with transport (on open, not closed, roads) sections as well as an unforgettable sprint up Poatina mountain.But first the bits and pieces – The 645Ci shares BMW's 7- Series 4.4-litre V8 which is mated to a six-speed automatic transmission (or a six-speed manual as a no cost option) along with the latest electronic chassis controls.This has been packaged with the safety features and creature comforts come to be expected of BMWs top range and cloaked in a wickedly shaped body to which designer supremo Chris Bangle put his signature.The Coupe, which I also got to drive, accepts four passengers no worries and boasts a 450-litre boot – big enough for two golf bags and a full-size suitcase, which general manager marketing and communications John Kananghinis assured was very important in the relevant $200,000 market."It (the ability to take a set of golf clubs) is crucial, he said. "It can make or break a sale. The Coupe sells for $203,000 and the Convertible $220,000.According to BMW, the V8 pumps out 245kW at 6100rpm matched with 450Nm of torque from just 3700rpm, "providing a deep and exhilarating power band."The athletic V8 is not only a resoundingly satisfying powerhouse but it has a conscience, too. It sips fuel at the rate of just 10.9-litres/100km on the combined cycle, the blurb said."The Coupe with auto races to 100km/h from rest in 5.8 seconds, charges from 80-120km/h in fourth gear in 5.1 seconds and is electronically limited to a top speed of 250 km/h."The Convertible reaches 100km/h in 6.2 seconds and completes the 80-120km/h overtaking surge in 5.5 seconds in fourth and is also electronically governed to 250km/h."A twin chamber exhaust system liberates a rich, deep rumble at full throttle that races to a calmer burble at slower speeds.No hyperbole, this – Out in the real world of Tasmanian back roads, over the dips and creases, along the straight bits and through the 90-degree corners and snaking esses, the 645Ci showed BMW practised what it preached.And, yes, that bass V8 note bouncing off roadside cuttings and canyon walls is indeed music to the ear.In summary, the 645Ci boasts the largest brakes in its class and perfect (50/50) weight distribution that invokes handling to kill for.Add on Active Steering for go kart-like low speed traction, Traction Control to allow a higher slip threshold and Dynamic Drive which all but eliminates body roll when cornering, and you really have the dynamics that deliver top performance with optimum control.To coin the contemporary vernacular – Awesome!

You're an upwardly mobile, young(ish) business/ professional/ person about to take friends/clients out to a long lunch at a ritzy restaurant in your convertible and it's looks like rain coupled with the fact that you have to park the car in a dodgy area, known for car theft or vandalism.You want to suave them up by driving with the roof off to bask in unseasonably mild weather plus enjoy the envious glances of tin-top drivers.But your convertible seats only two, has a manually operated a vinyl top and is one of thousands driving around the city streets.Could be a bummer if "Murphy's Law" comes into play.Your competitor is in the same position but has recently updated into the new Peugeot 307CC, a four seater luxury cabriolet with an electrically operated roof that also forms the basis of Peugeot's World Rally Championship car.It looks the business and offers safety, security and fast protection from inclement weather, right down to being able to deploy or retract the metal roof on the move up to 10kmh.Next day you trade up to a 307CC and start to really enjoy life again especially when you win back that large contract that was up for grabs.And your partner and kids really like the CC too because on the weekend, it's their turn to "chill" in the Cruisy Car. It actually stands for Coupe Cabriolet.This is the second vehicle of this type from Peugeot following the smaller 206CC that's been around for a few years now. Peugeot made its first CC back in 1935.There are four cylinder two models in 100kW and 130kW but if you want automatic, it's a four speeder in the 100kW version only. The manual is a five speeder. The entry model's engine is out of 307 sedan and hatch while the Sport derives from 206GTi 180.Performance from both engines is adequate with the 130kW Sport obviously having an edge. Both models weigh close to 1500kg with the segmented retractable roof, the same system used by Mercedes-Benz, and chassis reinforcements significantly contribu- ting to this. This car is above all else about lifestyle and style and it has plenty of it with stunning lines and an incredible rear end. Peugeot is certainly a trend setter rather than a follower of fashion.It is luxuriously equipped and is fun to drive offering a comfortable ride and good dynamics. Both engines are frugal and smooth running.Prices are $49,990 for the manual 307CC with auto adding $2200 and the Sport option selling for $56,990.

It is not often that you hear the saying "two for the price of one" in relation to a car, but that's what will be coming out of the mouths of Peugeot dealers across the country with the new 307 CC.At the press of a button, and in 25 seconds, you can be driving either a hardtop or a convertible, depending on your mood and the weather.The 307 CC Pug offers a range of unique features, but the steel roof, the only one in its class, is the thing (along with being a four-seater) that Peugeot Automobiles Australia says justifies the $50,000 price tag.There have been rumours that the roof, which was designed by German manufacturer CTS, supplier to the Mercedes SL and SLK models, had had problems overseas. Peugeot's Australian arm, however, says it had not heard of any problems, and that if there had been any, they would have been ironed out before the car made it to our shores.The 307 CC has two engine choices; the Dynamic has a 100kW 2.0-litre variant with 190Nm of torque and the Sport gets a 130kW engine with 202Nm.The gearbox is limited to a five-speed manual and four-speed tiptronic automatic.The Peugeot comes packed with equipment including anti-lock brakes with brake assist, climate-control airconditioning, dual front and side airbags, rain-sensing wipers and rollover bars concealed in the passenger headrests.Novelties include the boot-opening button hidden in the "0" of the 307 badge, and the fancy rear headlights consisting of 80 diodes.The Sport, which costs an extra $7000, has leather upholstery, 17-inch wheels, parking distance assistance and an alarm.Inside, the car screams style and features clever inventions, such as the airconditioned glovebox. The weight of the car – close to 1500kg – hampers its performance, though not its handling. The 2.0-litre engine struggles off the mark, but when up to speed it is a comfortable ride. The car is smooth and quiet on the highway.Both engines struggled to pull the weight up hills and first gear had to be used on a few occasions when second should have sufficed. Steering felt remote in the Dynamic but noticeably firmer in the Sport – along with a stiffer ride and slightly better handling.The increased power of the Sport is only noticed at higher speeds. The car tested stalled a few times on the way back after an hour on the freeway, something that was stopped only by increasing the revs when not moving.While overall sales of Peugeot have slumped by more than 60,000 units in France, due to the release of the Renault Megane and Golf V, sales in Australia were up 10 per cent in 2003 at 7300 vehicles. Peugeot is looking to sell about 950 307 CCs this year and 1000 in 2005. It expects only slight sales cannibalisation from the 206 CC.The company hopes the new "Blue Billboard" design of the dealerships will help bring people through the doors, customers it thinks will be in the 35-to-45 age group.Peugeot Automobiles Australia marketing manager Richard Grant says the 307 CC is aimed at what the company calls the "masstige" market."These people are looking for products that are priced at a premium above conventional products but which sit at a price well below super premium products," he says.Next will be the 407, which will take over the 406 and be on sale in the final quarter of the year.There is no new 206 in the works, but PAA says models have a six to seven-year cycle. The 206 was released in 1998.The 307 CC Dynamic manual costs $49,990, the auto $52,190 and the Sport manual $56,990.

It has an engine capacity equal to four cups of tea and, on paper at least, about the same amount of kick.But the motorcycle-sized heart of the Daihatsu Copen can get the small, quirky, Noddy-esque convertible off the mark quickly enough to surprise onlookers.Taking one of these baby cars to the streets of Perth produces questions directed at the driver's sanity, prefixed by "What the . . .?"So Big Ears made rude signs at the motorists and they went away. As they do in a non-politically correct Toyland.The Copen – apparently a tragic mishmash of the words closed and open to recognise the car's convertible nature – would be ideal for Toyland's lethargic traffic speed.It is more at home in a big, congested city than the relatively open byways of Perth.But that's not to say the tiny two-seater with attitude can't provide its owner with hours of joyful commuting.It is a remarkably nimble and sprightly creature.The steering is direct, the engine a screamer with an 8000rpm redline, the gearchange is light and the clutch pedal action feels like it's not attached to anything.Low-end power is weak. You become used to giving it a heavy right foot to stir the 659cc four-cylinder and provoke its weeny turbocharger to spin in an attempt to kindle the 50kW buried deep under the rolled bonnet.That's not a lot of power. The performance is attributed more to the Copen's mere 830kg weight than what's under the bonnet.Part of the fun is the car's ambience.Because the occupants sit so low, cosseted in a comfortable cabin, the impression is of travelling in something just shy of a rocket-propelled Porsche.If things get too messy, the folding-steel roof rises electrically from the boot – similar to the security benefits of other metal-tops such as the Peugeot 206CC, Mercedes SLK and Lexus SC430.The Copen's boot is small with the roof up, impossibly tiny with the top stored.That this is no long-distance traveller is confirmed after two hours of country driving where 100km/h sees a buzzy 4000rpm on the tacho and much numbing of the derriere. The accurate handling and neat city ride also dissolve into body shake and bounce over rough bitumen roads.But in its environment, the Copen works.It's clearly for individual players who work in the city.Take a passenger and there's not much space left for a sandwich, let alone a picnic lunch.Given the $29,990 price tag, the car's equipment level is high – airconditioning; electric windows, mirrors and roof; alloy wheels; dual airbags; MP3 CD player and a tyre repair kit instead of a spare.

Autumn is a fine time for driving sports cars, not too hot, not too cold, not too much rain.Doing it in a near classic European sports car simply adds to the experience.It was an '82 Mercedes-Benz 380SL, a car that still has street cred nearly 25 years after rolling of the assembly line in Stuttgart.People in ritzy suburbs still cruise the "better" streets in cars just like it they bought brand new.The model ran from '71 through to '89 and was broadly based on the S-Class Benz but with a shorter wheelbase and of course, the drop top and two-door body.I like to call it a "bling bling" car or a "pimp-mobile" because it goes so well with the concept of "conspicuous consumption" and too much gold jewellery.The 380 was a replacement for the 450SL and apart from the reduction in engine capacity, the smaller V8 was all-alloy instead of cast-iron and much lighter as a result. This had benefits in performance and fuel economy. It also gained a four-speed automatic transmission – a much better thing all round.The engine is a single overhead cam unit with two valves a cylinder and was good for around 130kW/300 Nm which in a car weighing 1540kg translates into respectable performance.The 380SL has a limo feel to it due to its S-Class lineage and that means a comfortable ride and smooth running. It will hunt hard through bends but you know there's a beefy car underneath.The recirculating ball steering is rather indirect and too light but great around town.The entire car has a solid feel despite its age and displays minimal scuttle (windscreen frame) shake which is testament to the chassis strength.It has a manually retractable vinyl roof and a hefty hard top is also available, complete with a pagoda style roof.Fixing the hardtop is a two-person job, two strong people.The interior features a massive steering wheel and compact "cockpit" style dash, tacky woodgrain console and chrome, chrome, chrome.The test car had blond vinyl upholstery – totally in keeping with the fire engine red paintwork.

A replacement will be here in about two years but in the meantime, we will have to make do with a turbo MX5 - hardly an imposition.Long talked about, threatened even, the turbo MX5 came about as a result of an Australian force-fed MX5. Mazda Australia cooked up its own SP turbo MX5 a year or so ago and it absolutely rocked the socks off Mazda's MX5 chief designer.The SP was a hugely powerful and quick car capable of almost running with the Ferrari/Porsche wolf pack.And only a few were made.The SE on the other hand is a genuine factory turbo and is significantly tamer than the fire breathing SP.It will keep sales of the sporty Mazda ticking over beyond the 700,000 mark which it achieved this month.All have been built at at Mazda headquarters in Hiroshima.The SE runs a 1.8-litre, twin cam, four cylinder engine with a light pressure turbo boosting output to 121kW/206Nm driving the rear wheels.Complementing the extra urge are dynamic enhancements such as larger 17in wheels with low profile tyres and a torsen limited slip differential.The SE also gains a large outlet exhaust and mild body aero enhancements.Just 7.25psi blows through the turbo which breathes through an air-to-air intercooler.One wonders how long before someone turns up the turbo wick for more power and performance.Mazda says the SE will sprint from 0-100km/h in 7.8 seconds which seems realistic.It is a fabulous driver's car, even in non-turbo form, offering precise handling, flat cornering and powerful braking.The SE takes everything to a higher plane with even greater grip, faster response and more kick off the line.It is hindered a little by turbo lag and a torque drop-off at intermediate revs. But once the correct mode of driving is mastered, it's a quick thing.Enthusiast drivers will seek out winding roads to extend the car's handling but the SE will usually exceed the driver's ability.Sitting in the close fitting cockpit is a treat, complemented by the slick six-speed gearshift, direct stering and powerful brakes.The roof is manually retracted but it doesn't take long to flick off or on.A classic?Sure is, especially considering the MX5 is responsible for resurrecting the whole compact ``sports car'' genre.

Gone also is the messing around with latches and hooks and the need for a strong wrist to yank the handle on the roof forward enough to clasp the hook when putting the thing back up.Lined, mechanical roofs have become the way to go and they are not only convenient and effective, but provide a robotic-like entertainment for passers-by as various bits lift, fold, stretch and finally settle.One of the best displays is from the latest luxury drop-top from Saab – the 9-3 cabriolet which sells from $72,900..Press a button and the top, with its heated glass rear window, is out of sight within 20 seconds. And you can drop the top on the move up to 20 km/h which was particularly convenient when I had to move off at the traffic lights midway through a roof closing due to a quick but solid rain shower.When the roof is stored away, there is still room for bags and bits and pieces in the boot but it would be pushed to fit a large golf bag and clubs.And while on space, the roominess of the cabin is welcoming. There is ample leg room up front and even if you retract the front seats as rearward as they can go, there still seems to be stretch room for taller shapes in the two backseats.Access to the rear seats from this two-door car is no hassle. Drop the top and it does get blustery in the back with the wind swirling around the cabin. Hats and or scarves are a prerequisite. It is even windy up front so it would benefit from the optional wind deflector.When the roof is up there is a feeling of being in a fixed top car partly due to the rear glass and also because the roof lining is so well done.With its wedge-shaped profile the 9-3 cabriolet is a gorgeous looking car whether the top is up or down and there is no question about it getting admiring second glances.The good looks continue inside. Leather seats (with heating) and Saabs own jet-inspired dash and centre console design which these days is considerably modified compared to the pre-GMH days looks impressive and is also effective.So is the airconditioning with its large vents.Cruise and audio controls are on the three spoke steering wheel, theres a single CD player with the six-stacker adding $750 to the price, information display, plenty of storage and front cup-holders.And, safety-wise, there are pop-up roll bars hidden behind the rear passengers and a strengthened A-pillar if the car is involved in a roll-over.Other safety features include front and side airbags, active head restraints and seatbelt pre-tensioners.But the cabriolet is not only looks. Saab is quick to point out that this car was designed with the driver in mind.It is three times more rigid than the car it replaced which adds to the driveability and handling as well as working towards minimizing any shakes and rattles.Under the bonnet sits a two litre lightly turbo-charged four cylinder engine that develops 129kW of power and 265Nm of torque and guides the cabriolet along with enthusiasm especially considering it has to carry around more than 1600 kilograms.Right from the moment you take off the car feels strong and solid without losing refinement. The test car was mated to a five speed automatic transmission with a tiptronic-type mode (Sensotronic to Saab) so that gear changes could be made manually simply by flicking the lever forward or back.It is great fun to use but the gear changes work well with smooth shifts when it s left in automatic mode as well.Fuel use ran at about 10L/100km from the 62 litre tank in a mix of city and freeway driving.The suspension on the 9-3 cabriolet is light years ahead of the car it replaces. Gone is the floundering floater with more than the occasional squeak and rattle to be replaced by a much firmer, neater and just plain nicer, ride. It takes bumps, tram tracks and ruts in its stride without losing comfort and composure.This is a car to drive confidently and if things go a bit awry there is a range of driver aids to help like anti-lock brakes, traction control, stability program, cornering brake control, brake assist and electronic brake force distribution.All up there is little to criticize in Saab's latest offering. Perhaps there is a tad too much wind noise even when the roof is up but it is not difficult to live with.The price is well inside the ball park, especially with the equipment levels and, after all, it is simply a really attractive car to look at and it is fun to drive.