Convertible Reviews

It dropped the top to create a 350Z Roadster that's become a summer hit in Australia and one of our favourite new cars of 2003.There was no convertible in the '70s original, even though the Zed grew glass panels for a targa top in the '80s.Now there's a foldaway roof for a roadster that drives like a real sports car, yet has the refinement to compete with classy convertibles such as the BMW Z4 and Mercedes SLK.For Nissan, the open-air body also gives it a crucial selling advantage in the battle with the other born-again sports car of 2003, the Mazda RX-8. It counters the rotary car's four-door, four-seat layout with a fun factor that's tough to toss.The basics of the Roadster are just the same as the regular 350Z coupe, from its body and suspension design to the 206kW V6 engine. The suspension is a little softer, but that's no disappointment considering Nissan Australia has asked for a re-tune of the rock-hard ride in the Track version of the coupe.The roof itself is fully electric, with a one-touch operation once you have turned the twist-to-lock latch near the rear-view mirror. It is fully lined, with an electric rear window, and folds away under a steel panel.There's a clever perspex wind-blocker between the seats to cut backdrafts, and the boot space is barely less than the coupe.Nissan Australia decided to go for a one-model hit with the Roadster, though there is a choice of six-speed manual or five-speed automatic gearboxes, both with a viscous limited-slip differential and traction control on the rear-wheel drive.Prices are $69,990 for the manual and $72,790 for the automatic, which seems like a fair $10,000 premium over the basic 350Z Coupe at $59,990, and well below the $81,100 starting price for a BMW Z4 or $86,174 for a Benz SLK with only a 2.0-litre engine.The car comes well equipped with power steering and 18-inch alloy wheels, a Bose sound system, electric leather seats, automatic airconditioning, electric windows and cruise control. There is also a useful trip computer, which can be set to give a digital speedo readout...a great idea with so many speed cameras on the road.Nissan Australia has been overwhelmed with the response to the born-again Zed and is expecting delivery delays on the Roadster.It predicted sales of only 800 cars during the first year in Australia, but hit 1154 in the first seven months after the arrival of the coupe. By the end of October that was up to 1432. We liked the 350Z a lot when we drove it. Our time was mostly in the Track model, which rode a bit stiffly, and we weren't too impressed with the cabin plastics.But those were just minor quibbles in a car which was striking on the road, sensational in corners and all-round quick at any time.The new Zed proved Nissan knows what it's doing with its product developments, retaining the heart of the original 240Z but blasting it into the 21st century.The Roadster looked good when we first saw it, with a clever droptop that promised to open its appeal without downgrading its sports car credentials. It only took a handful of kilometres in the car to confirm that Nissan had delivered a winner.The Roadster drives really, really tight. Like a grown-up Mazda MX-5, but with more space in the cabin, more go and a bigger boot.You'd expect the practical stuff with a $70,000 price line, but the driving angle is a surprise. Earlier open-air Zeds were floppy flyers that were all about slow-speed posing.The 350Z is a car that's happiest when it's cracking along, and best with the top out of the way.The roof is quick and easy to use, there is very little bluster or wind at any legal speed in Australia, and the Bose sound system stays easily ahead of the extra noise.We loved flipping the roof away, tickling the lusty V6, and picking a low gear for some corner work. The Roadster even felt a bit more enjoyable than the Track coupe, with more feel back through the softer suspension. It turned just as easily, but was more responsive and easier to hustle along.The engine has more than enough go for most people, the six-speed shift is light and direct, and jobs like overtaking and stop-light sprints are quick and easy.The brakes weren't as powerful as the Track Zed, but we were happy to do without the black brake dust which built up on the coupe's wheels after little more than 150km.The Roadster wasn't quite as good with the top up, but not by much. It felt a little cramped, but that was about it – apart from the inevitable parking problems with only a small rear window.We liked the fine details in the equipment, particularly the grippy buckets and the digital speedo, and were pleased to see that Nissan has kept the sound system buttons off the steering wheel.Looking at the 350Z earlier this year we were forced to line it up against the Mazda RX-8, and it lost a points decision to the more practical rotary rocket. The Zed is fine for two, and great if you really want a sports car, but not so good if you just want to cruise and collect the looks and kudos.The Roadster is just as convincing as a sports car, but even more enjoyable with the fresh-air roof.It also avoids any comparison with the RX-8 and does better than expected against the costlier and slower BMW Z4 and Mercedes SLK. They are good, but the Nissan is better and costs less...provided you don't need a German bragging badge.If we were looking to buy a Zed, we wouldn't bother with the coupe. We'd go straight for the Roadster and really have fun.

German affiliate Opel is developing superb products - with the Astra just one of its global successes.Like Holden, which is working feverishly to come up with niche derivatives of Commodore and Statesman, Opel has cashed in on the popularity of Astra.It has come up with the SRi three-door hatch and elegant Convertible - both running a fiery 147kW 2-litre turbo engine.The high-tail, low-nosed styling stance of the original Astra five-door was a perfect building block for a striking coupe and an equally stunning open-topper.The excellent power characteristics of the turbo have transformed the standard car into an instant sports in both its body forms.Holden and Opel chassis engineers have come up with the right balance between agility, active safety and a level of ride comfort suitable for daily use.The end result is two cars with exciting driveability and wide appeal for buyers of coupes or convertibles.The Astra Convertible already has been tested. This time around the Turbo Hatch is the subject of evaluation.The model looks suitably sinister with black grille, tinted headlights and a sports bumper with integrated fog lamps and large intake - which ducts cool air to the large brakes and turbo intercooler - covered with a sporty black mesh.The glasshouse is framed in matte-black trim. A high-set rear wing and subtle body kit completes the sports package.The only relief from the black treatment is provided by five-spoke alloy road wheels and polished stainless steel tailpipe extension.Inside, "Turbo" inscribed chrome sill plates leave no one in any doubt this is a special, and heated front sports seats, black leather trim, three-spoke steering wheel rimmed with perforated leather and alloy-finish pedals confirm the fact.So do striking red instrument needles against a white background, ringed with brushed chrome.Standard equipment includes climate-control airconditioning, trip computer, premium six-speaker sound system and "express" power windows.The comfort and convenience packages include multifunction information display, cruise control, CD player, rear-seat entry with memory, adjustable lumbar support and fold-down rear-seat centre ski hatch for long objects.Astra's safety arsenal includes rigid body structure, passenger safety cell, dual airbags, height-adjustable seatbelts with pre-tensioners and force limiters, and a pedal release system.As one would hope from a well-sorted performance vehicle, the SRi Turbo hatch gets electronic stability program which co-ordinates the anti-lock brakes and traction control systems.A range of sensors is used to monitor any deviation from the driver's desired direction of travel and assists in bringing the car back on course by applying brake pressure to individual wheels.At $36,990, the SRi Turbo adds up to one of the most appealing sports packages in the marketplace.So much for what it has to offer, now for its driving dynamics.The 2-litre ECOTEC motor is fed by a constant-pressure turbo and breathes through four valves on each cylinder.With an output of 147kW and 250Nm of torque peaking under 2000rpm, the turboed four is a willing power source.The motor features sequential fuel injection, direction injection and a drive-by-wire accelerator. Response is spontaneous at low speeds and thrust is maintained throughout the mid-ranges.The tuned exhaust emits a nice, sporty resonance as the engine goes to work, pushing the car along at a healthy lick.While the car is not breathtakingly quick off the mark, it does offer good torque delivery which translates to good thrust out of bends.One has to be impressed by the handling of the SRi.The traction control gives the model excellent stability and generous safety margins, even when driven enthusiastically. Opel called in Lotus to tune the suspension geometry to ensure both the coupe and the convertible handled as per the script.The British sports car company went for 10 per cent stiffer shock absorbers at the front and 15 per cent firmer dampers at the rear.The bottom line is a car with a distinctly firm sports car road feel and precise steering - but not stiff enough to be too severe on passengers.The effectiveness of the total set-up can be appreciated when the car is hunted through a corner at a speed high enough to tell all.There is no awkward pitch or body roll. The car turns in nicely and tracks with only a trace of understeer which is soon controlled by the traction control.* A genuine sports car which is a treat to drive.* The combination of anti-lock brakes, traction control and electric stability program, plus a superbly mapped chassis results in true performance-car handling.* Changes via the five-speed manual are smooth enough, but the throw is a little long for a sports car.* But on a car for your dollar equation, there is nothing on the market which comes close to the SRi.

In keeping with its fine heritage, the newest MG is a zippy little number that rides and drives beautifully.  Mention the name MG and an image of a rakish sports car racing down a winding road, windscreen folded forward, its driver's hair blowing in the wind, comes to mind.  The British brand is synonymous with sports cars, so it was a sad day when the revered badge was put down in the early 1980s.But it was exciting when Rover unveiled a new MG in 1995. It was two more years before the MGF hit Australia, 24 years after the previous new MG sports car was sold here.  Despite the absence, the love of MGs barely waned over the years.   And the return of the octagonal badge on the MGF didn't disappoint.Thankfully the F wasn't a stuffy remake of the past; it was a thoroughly modern design that brought the brand right up to date.  It had to be because the sports car market was a lot hotter than in 1982. While MG was dormant, Mazda, BMW, Mercedes and Honda had developed new models.  By the time MG returned to showrooms around the world, buyers had plenty of choice.The F was a major departure from MG tradition, with its engine just behind the cockpit for optimum front-rear weight distribution and brilliant handling. Put simply, it was a great driver's car.  Double wishbone independent suspension was featured at each end, along with anti-roll bars and Hydragas spring/damper units as well as a conventional strut.The Hydragas suspension was a development of the old Hydrolastic suspension used on Minis back in the 1960s. It's a system that links the front and rear suspension units to better control the ride.Steering was by rack-and-pinion and there was an electric option available that was both positive in feel and linear in response.  Braking was by discs on all corners, ventilated at the front and solid at the rear, with the help of anti-lock electronics.MG offered a choice of engines. The entry model was powered by a 1.8-litre double overhead camshaft fuel-injected four-cylinder that produced a respectable 90kW at 5500 revs and 166Nm at 3000 revs.That was enough to have the F accelerating from rest to 100km/h in a little over nine seconds and on to a top speed of better than 190km/h.  For more zip there was the VVC engine. The VVC was Rover's Variable Valve Control engine, a 1.8-litre double-overhead-cam, fuel-injected four.  Variable valve timing alters the inlet valve opening and closing periods to deliver optimum performance, economy and emissions over a broad range of conditions.The VVC engine produced a power peak of 107kW and maximum torque of 173Nm at 4500 revs, and was red-ined at 7300 revs.  That was enough to power the F to 100km/h in 7.7 seconds and a top speed of 210km/h.  Initially there was just one transmission on offer, a five-speed manual, but in 2001 there was also the choice of a sports-shift five-speed auto on the regular F.The interior was roomy and comfortable. The boot was big enough for a reasonable amount of luggage.  The roof was manually operated, but was easy to raise and lower. The rear window was plastic, which meant it was prone to discolouration over time if not looked after.Standard features included dual airbags, power windows, central locking, engine immobiliser and sound system. Options were airconditioning, CD player and a hard top.Upgraded models were introduced in late 2000. The F roadster got more equipment, including a tilt steering column and a CD player, and there was a five-speed sports-shift auto available. The VVC model was also upgraded with standard aircon, tilt column and CD sound.Build quality has been an issue with British cars since the dark days of the '70s when it was a real concern.  Today it's less of an issue, but is still something to consider. With the MGF, the main concern is interior trim, which doesn't stand up over time; and one F recently inspected had a foul smell, the result of getting wet with the roof down.Jane Attard bought an MGF after considering a Toyota MR2 and a Mazda MX5. It offered the boot space, smooth ride and style she preferred.  The MG had many standard features that were extra on the other cars, such as door sill tread plates and embroidered quality mats.Jane also discovered how safe the MGF is when a crash finished her 99 MGF off; once the door was forced open, she walked out unhurt.  Again she shopped for a sports car, looking at the MX5, MR2, Alfa, BMW Z3 and again bought an MGF.Her new MGF steptronic came with even more features, including leather seat bolsters as standard.  The full leather treatment, including the console and bins, was a factory option.  For Jane, the MG is the winner.Great ride and handlingZippy VVC engineRoomy with generous luggage spacePoor build qualityMG heritage

Waves crash over rocks as they roar toward a foaming death. The location is Watego's Beach at Byron Bay, a nice place for a weekend stay and an even nicer place for a drive.A game of beach cricket was in progress among four family members and one brave soul went for a dip and lasted all of 38 seconds before retreating to dry himself with two jumbo-sized towels.Moments after the ambitious swimmer scurried back up the beach it was time to press the button on the centre console and raise the roof of the Audi cabriolet and block the wind chill. The good news is that the fully automatic hydraulic roof took less time to lock back in place than the lone swimmer's plunge in the icy water.This cabrio is endearing with smooth, clean lines and a functional cabin that is loaded with distinction through its simplicity and uncluttered design.It lopes along the highway effortlessly and pushes through the single-lane twisties with verve. Knocking the gearstick across to the left, the cabrio raises the bar, adding zest and punch to the 1.8-litre turbo for added overtaking performance.Ride quality is firm but contrary to some convertibles it is no bone-rattler. Fuel consumption on this 480km drive around northern NSW, the Gold Coast and Brisbane returned 9.3l/100km.There are the usual soft-top quirks, a few rattles here and there and cramped vision out the back when reversing.Those little traits are softened by virtue of the cabrio being one of the spunkiest and slickest looking convertibles around.

For most of the year, seat heaters are pretty much a waste of time in Australia.But there are some days when they're essential. And not just on a snow road.Driving a Porsche 911 Cabrio last week was one of those occasions.The sun was up but the temperature was down, so it was the seat heaters which made the difference between a top-down fun run and another day peeking out of a quick coupe into a chilly breeze.They warmed our backs, took the edge off the winter chill, and ensured the 911 Cabriolet made it on to the list of memorable events of 2003.Any time you get a blast in a 911 is a good day, because nobody makes sharper-edged sports cars than the famed and famous German brand, but the top-down Cabrio is something special.The test was also ideal as a celebration of the 911's 40th birthday this year.There have been massive changes since the car hit the road in 1963, but the name and shape are classically still the same.And so is the sports car appeal that puts the 911 at the top of many people's lotto wish list. The Carrera Cabriolet sits as best of the best for a lot of those same people, because it is a real sports car but also a convertible, as well as a 2+2 that can carry a couple of kids in the mini back seats.The car got its last update in readiness for the 2002 model year, as part of a change to the 996 series – that's the latest label for the 911 inside Porsche – that brought a new look to the nose and some other relatively minor tweaking, including a freshened dashboard.Importantly, the Cabriolet got a glass rear window and a "wind blocker" to cut turbulence in the cabin. The changes also moved the Cabriolet farther from Porsche's baby car, the Boxster, as if a starting price beyond $200,000 wasn't enough of a hurdle.It was intended to confirm the 911 droptop as the essential open-air sports car.The Cabriolet has a one-touch electric folding roof, front and side airbags, remote central locking, alloy wheels, automatic air-con, leather seats and a three-spoke sports steering wheel.On the roadThe hardest thing to remember about the Cabriolet is that it's a $200,000-plus car, which means it's only a dream machine for people who fight the commuter traffic snarl every morning.It can do the same job, and do it just as well in the stop-start grind, but that's not the reason it exists.It can also win an occasional traffic-light sprint, against almost anything on the road, but the open-air Porsche is at its best on the open road – even with the seat heaters on. That's when you can squirt between curves, tackle twisties without a worry and just plain delight in the sound and response from a special sports car.The flat-six has a unique sound, and the latest model howls when it gets towards the redline.But it will also burble around town and the torque spread means you only have to tickle the throttle to get things going.Overtaking, regardless of the gear, is quick and easy. And you don't need to go much beyond fourth in Australia, unless you're looking for quieter and calmer touring.Porsche has made advances in the ride and handling of the 911, which used to scare the wits out of its owners at least once.The early 911s were victims of wide tail-out slides on bad roads, but the 996 series grips and grips.The front end will let you know if you're going a bit too briskly, but usually the car just follows the steering wheel.The brakes are fantastic. And the ride is good, too, with just the right mix of sports-car firm and compliance for bumpy Aussie conditions.The body is as taut as any convertible we've driven.The Cabrio isn't the quietest car, which is down to the engine, huge tyres and the soft top.It's not something you worry about in a convertible cruise, but it can be noisy in traffic.The back seats are only for little people – or close friends on a short hop – and there isn't much boot space. Not to worry.The roof works quickly and easily, there isn't much wind noise or buffeting – even at 110km/h – and the car is built to Porsche quality standards. That means everything works well.It's just what you expect of this type of car.The 911 Cabriolet does a great job and gets higher marks than its open-air rivals from Maserati, Jaguar or Ferrari.

Audis can be cute, certainly the company is small by world standards, and the cars are very desirable.There's also an awful lot of them – an amazing 30 models on the Australian market today – so they have become popular car park fillers.The Audi A4 Cabriolet Turbo is the latest.It appears to aim at the more sports-oriented driver yet, in reality, it is presented as a cheaper alternative to the V6 version that pre-dates it by six months.The two variants share the purposeful yet alluring convertible body and, while it's $20,470 cheaper, the $84,900 Turbo misses out on very little in the way of luxury features.Though very popular in the US and Britain, convertibles are an acquired taste that demand occupants have an immodest attitude and a personal hairdresser waiting to coif madam's hair every time she departs a topless vehicle.There are other concerns: A harsh WA summer sun and torrential winter rains are added hazards for Perth drivers. Then there's the fact that, up to now, most convertibles rattled, creaked and rolled like a veteran rock band that refused to retire.I say up to now because the Audi Cabriolet is one of the very few that has a taut body free of structural defects.Even acceding to the wishes of the 1.8-litre turbocharged engine by pushing quickly through South-West roads, the car's body didn't hint at any flex.It was also drum tight and surprisingly quiet – features greatly appreciated because it was bucketing down outside.Front-wheel drive was also acknowledged by its surety through the winding wet roads, as were the xenon headlights when the sun went down.To say I enjoyed this car was an understatement.The bonus was an average of 7.1-litres/100km on the 580km trip, with the cruise control set on 110km/h and the engine ticking at a mere 2100rpm.The trip computer estimated that if I maintained that average speed, the fuel tank wouldn't empty for another 230km – pretty outstanding for a turbocharged automatic.The fact that the car toured so effortlessly shouldn't come as a great surprise, when you consider its training ground on the high-speed autobahns of Germany.It was, however, equally as competent in the city, with its only major vice being the very limited rear and rear three-quarter visibility with the roof up.The gearbox is a continuously variable transmission – which Audi calls Multitronic – that has no cogs and the unnerving trait of having the tachometer needle falling while the speedo needle rises.The box, by the way, is mainly responsible for the outstanding economy and has six preset ratios for those who enjoy flogging the gearlever and playing race-cardriver.Four adults can fit in the Cabriolet's leather-trimmed cabin, although I'd suggest two kids in the rear would have more fun.The well-insulated roof is electrically operated and goes up and down in a flash, although takes up a lot of boot room when collapsed.Excellent instrumentation, a delightful sound system, dual airconditioning and a comfortable touring ride complete the picture.

It adds self-shifting to the stunning German sports car for the first time, with six speeds in the automatic gearbox and a semi-manual shift mode - complete with buttons on the steering wheel - that gives it the "Tiptronic" name.The six-speeder has taken a while to hit the road, but only because of the engineering work needed. It has been a big job, because the new gearbox has needed a fair bit of mechanical work and a lot of electronic tweaking.The self-shifter works with both of the TT's engine choices, the 132kW and 165kW turbocharged fours, and is also matched to both front and four-wheel-drive, as well as coupe and convertible bodies.The 132kW motor comes with the front-drive set-up, while the all-wheel-drive is needed for the extra go with the 165kW powerplant. Either combination can go into the two-door and droptop.The arrival of the Tiptronic 'box has given Audi the chance for a couple of other updates, including a new look for the grille, some extra colours and a few minor revisions in the cabin.You'd be hard pressed to pick the changes, but Audi has held the price line and that's good news.It comes in a busy year for the company, which has already introduced the A4 convertible and is closing on a local introduction for its new A8 flagship.The A4 convertible shows the advances the German carmaker has made in design and quality, which now matches the Lexus benchmark in the cabin, while the A8 will be a much tougher challenger for Mercedes' S-Class standard bearer and the radical BMW 7-Series.We rated the TT as a cut-price alternative to a Porsche when we first drove the car, and nothing much has changed since then.It's still a strong seller for Audi, adding 110 cars to the company's total in the first quarter of this year. That's up from 74 last year, a result that runs against the flow for sports cars.Coupes and convertibles usually hit showrooms hard and fast, peak early, then fade away as trendier newcomers take their place.The TT hasn't fallen into that trap, partly because it still looks as futuristic as the day it arrived and partly because of its all-round appeal and Audi's quality workmanship.The arrival of the automatic will give it another kick, as it boosts its appeal in a country where most people prefer not to change gears.It will also boost the TT's ability to fight off new sports car arrivals, led by Nissan's go-go 350Z and Mazda's four-seat RX-8, even though the scorekeepers call the Audi a luxury car and put it up against coupes and convertibles from Alfa Romeo, BMW, Mercedes and Volvo.A starting price of $70,320 definitely puts it into the luxury-car arena, but plenty of people would argue that - particularly with the 165kW engine, convertible roof and quattro drive - the TT qualifies as a sports car.Prices for the TT newcomers have been kept competitive, with the starting-price 132kW coupe at $80,900 and the flagship roadster with the hot engine and all-wheel-drive at $92,500.On the road WE WERE stunned when we first saw the Audi TT and the car still has the same instant impact.It's futuristic and retro at the same time, as well as a one-off, and we're glad to be living in a golden age of motoring where cars like the TT go from good idea to showroom reality.The six-speed automatic is clean and sweet as a straight auto and shifts up a cog for enjoyment when you switch to the Tiptronic change.Our test car didn't come cheap, despite the basic 132kW engine and front-wheel-drive.It was a convertible, which takes the starting price up to $80,900, and the addition of metallic paint ($1250), a Bose sound system ($1300) and cruise control ($990) meant it weighed in at $84,440 before on-road costs.The three extras were all just-about essential in a car like the TT Tiptronic, showing how easy it is to spend money in the luxury class.The paint gave it a bit more glow, the Bose boomer made things much more enjoyable and cruise control is just about compulsory in today's speed-camera world. The price of our droptop Audi is just about right in a field which includes BMW's runout Z3s, soon to be replaced by the Z4, and everything from the floppy Alfa Spider and rorty Honda S2000 to Mercedes' SLK to Porsche's Boxster in the two-seat luxury class.To get through the old stuff first, we still love the TT's grippy bucket seats, the twin chromed rollbars, the one-finger operation of the folding roof, the fuss-free top-down travel.It's still tough to park, because you cannot see the corners, but that's offset by the gorgeous looks.We found it hard to spot Audi's promised updates in the cabin, but that's partly because it didn't need any work and partly because the test car came with an all-black interior.It was far too cave-like for our tastes, particularly after driving the A4 convertible with a light-tan interior that's one of the best in any car we can remember.The mechanical package of the TT is impressive. The six-speed shift is eager to kick down for overtaking and Audi says it's only one second slower in the benchmark 0-100km/h sprint despite its extra weight and the lack of a clutch to kick things off. The fuel economy is good, too.Things really get enjoyable when you slide the transmission across the gate into the Tiptronic mode, which opens the way for one-touch up-and-down shifts. With six gears to choose from, and almost-instant shifts, you can have real fun on twisty roads or just play around in the city.A dashboard display lets you know what's happening and there are times when it's great to bump down three ratios, using the central shifter or the buttons on the steering wheel crossbar, to get maximum impact.The ride and handling was as we remembered, so no complaints there.But the TT Tiptronic wasn't fault-free. We found the buttons on the wheel too small and the operation of the gear lever an annoyance. Audi persists with a system where you push forward to change up a gear, and pull back to go down.We believe this is the wrong way around, because it goes against the car's natural acceleration and braking forces. 

It arrives as Australia's new-found love affair with the convertible lures a host of drop-tops to our shores.While most of the new arrivals have come in at less than $50,000, the new Audi has a hefty price tag of $105,370.But the sexy A4 offers a lot more than an expensive fling, according to Audi managing director Graham Hardy.``When you drive this cabriolet, it's a huge step ahead in terms of equipment and what you'd expect in the conventional sedan,'' Hardy says.``And because of the improvements in rigidity, there is very little twist and flex and it's extremely solid.``I think that will make this car's appeal more enduring than it otherwise would be for this kind of car. It's much less of a compromise.''The new Audi convertible's chassis is twice as stiff as the previous model's, which means it won't wallow around corners and over bumps. It also helps reduce rattles and other noises that often annoy convertible owners.The A4's other advantage over many of its rivals is a back seat that genuinely fits two adults, with the rear passengers getting 66mm more room than in the previous model.The electro-hydraulic hood opens and closes in about 30 seconds and can be operated from inside the cabin or remotely via the key.Even with the hood down, there's 246 litres of boot space, enough room for a golf bag or two.The first A4 Cabriolets in Australia will be powered by a 3-litre V6 that delivers 160kW of power at 6300rpm and 290Nm of torque at 3200rpm. A cheaper version with a 1.8-litre engine will follow.The Australian A4 Cabriolets are front-wheel-drive and won't get the quattro all-wheel-drive system.They do, however, come with Audi's continuously variable transmission, called Multitronic. This system effectively offers an unlimited number of transmission ratios, which in practice means no obvious gear changes.Safety features include an active rollover system which triggers two protective bars behind the rear seats, as well as an electronic stability program and hydraulic braking assistance.The Audi Cabriolet 3.0 costs $105,370, with the 1.8-litre version expected to be $80,000-$90,000.On the roadBUYING a convertible is all about having fun and being seen to have fun. But it usually means compromising practicality.The Audi Cabriolet is a compromise but a very good one. It's not quite as sure-footed as a quattro, as sporty as an S4 or as much fun as the TT roadster. But it is a pretty competent and cool mix and, as far as drop-tops go, is practical and easy to live with -- something that cannot be said about every convertible on the market.With the fabric roof closed, the Cabriolet is a very good cruiser, offering the right dose of comfort and sporty handling. It also is pretty quiet and has relatively little intrusive wind noise compared with many convertibles. It also has a reasonable amount of room for the rear passengers as well, although taller passengers might struggle for headroom with the hood up.People buy convertibles for that open-air freedom but it often comes at the expense of body rigidity, which, in turn, impacts on the car's handling. The Audi Cabriolet, however, feels confident and solid on all but the roughest roads, thanks to its stiffer body.The 3-litre V6 engine is smooth and willing, without being breathtaking. But it's Audi's impressive Multitronic transmission that allows the V6 to star.Multitronic allows smooth acceleration without noticeable changes in gear ratios. It's so smooth it's almost eerie. For those who can't get used to it, there is a tiptronic function for manual use.The automatic roof is a wonderful thing and, while it folds away into the rear compartment, it attracts almost as much attention as the car itself.And with the top down, it's hard not to get noticed, even if it isn't quite as showy as the equivalent Benz or BMW. It is a statement but not a brash one.

Holden has completed its "performance suite" with the arrival of a pair of turbo-boosted Astras.The SRi Turbo three-door hatch and its topless sibling will join the fleet from this weekend to satisfy a promise Holden boss Peter Hanenberger made four years ago."You may remember that when I returned to Holden in 1999 I was keen to make sure every car line had a performance vehicle in its range," he says this week."Today sees this vision fully realised."Hanenberger says the decision to add a turbo performance model to the Astra range ¿ which already boasts 18 derivatives ¿ was not a difficult one."Our customers tell us they want cars that meet specific motoring needs, hence the implementation of a Holden niche vehicle strategy . . . the Astra SRi Turbo hatch has a power-to-weight ratio that places it at the serious end of four-cylinder turbo performance."The three-door will sell at $36,990, a premium of $8000 over the SRi, while the convertible is ticketed at $49,990 ¿ $4000 over the naturally aspirated model.The apparent disparity in the price is explained by the hatch picking up a host of additional features such as full leather, a switchable electronic stability program, a sports body kit and trip computer.Both models add unique 17-inch alloys (full-sized steel spare) and low-profile 215/40 ZR17 Dunlop rubber.The Turbos' 147kW and 250Nm is squeezed from the 2.0-litre ECOTEC engine using a KO3 Borg Warner turbocharger running 0.85 bar of boost.Holden claims a top speed of 240km/h ¿ maybe, but that would be at the end of a long downhill straight.More real-world friendly is the table-flat torque delivery, which arrives in full at 1950rpm and hangs around right through to 5600rpm.It is no coincidence that the 5600rpm point is also peak power but the engine can spin up to 6400rpm in fourth and fifth gears and 6800rpm for a short stint in second and third.Holden is predicting sales of the twin Astra Turbos to be split fairly close to even, with 600 hatches and 500 convertibles expected for the remainder of this year.The company is also calling a 50:50 split on male to female buyers despite the cars not being available with an automatic option.Holden's marketing manager for small and medium cars, Andrew Rau, says the Astra Turbos would be able to draw conquest sales from shoppers in the small and sports segments."In general, turbo buyers are people who love to drive at the limit," Rau says.The Astra Turbo would appear to have plenty of natural competitors in the likes of Subaru WRX, Toyota Corolla Sportivo, Clio Sport, Focus ST170, Golf Turbo, Alfa 147 GTA, Mini Cooper S and Audi A3 turbo, but the convertible's place in the market is less clear.Says Astra product manager Emma Pinwill: "There probably isn't a real line-ball competitor for the convertible. Saab's 9-3 is possibly as close as you get feature for feature but the price difference is enormous."After that you are back to cars like the Renault Megane convertible, which simply doesn't match on performance."

The user-friendly and reliable Porsche Boxster is one of the great sportscars of the '90s.  Porsche's attempt to move away from its traditional roots with a range of front-engined sports cars in the 1980s proved disastrous.It was not that the cars were bad, it was simply that diehard Porsche fans refused to accept anything other than a car with a rear-mounted, air-cooled, boxer engine. Sales of the front-engined cars did not go well.  Given that history, the arrival of the Boxster in 1997 was much anticipated.The German sportscar maker was acutely aware it had to expand its range beyond its traditional models or face extinction. The front-engine experiment had failed, so a lot was riding on the Boxster.Unlike the front-engined models – the 924, 944 and 928, which represented a major departure for Porsche – the Boxster honoured the past, despite being quite different from the great old Porsche models.For a start it looked like a Porsche. It was reminiscent of the Speedsters of the 1950s, and bore a clear resemblance to the 911. That became even clearer with the release of the new 911 in 1998, which shared many body panels with the Boxster.Some traditionalists remained unconvinced the Boxster was a real Porsche, but sales surged. Aided by a relatively affordable base price of $109,900, it attracted people to the brand who otherwise would never have considered buying a Porsche.The Boxster was a marked departure from past Porsche practice, though that wasn't immediately obvious.  The engine – a horizontally opposed, 2.5-litre, six-cylinder boxer unit – was totally new. Most notably it was water-cooled instead of being air-cooled, as was previous Porsche practice, apart from in the front-engined cars.With an alloy block and heads, twin overhead camshafts on each bank and four valves per cylinder, the fuel-injected Boxster engine produced peak power of 150kW at 6000rpm. Maximum torque was 245Nm at 4500 revs, but, importantly, more than 200Nm was available between 1750 and 6400 revs, which made it smooth and tractable.Power was transmitted to the rear wheels through either a five-speed manual gearbox or the optional five-speed Tiptronic auto, which added $7000 to the price.  The smart Tiptronic auto would choose the correct gear for the moment based on what the driver was doing – accelerating, coasting or braking – but it also offered the fun option of self-shifting using buttons on the steering wheel.Acceleration was brisk with either transmission, the 1250kg manual two-seater able to reach 100km/h in 6.9 seconds, the auto marginally slower. Top speed was quoted as 240km/h.  In another departure, the engine was mid-mounted rather than being behind the wheels.Rear-mounting was the source of Porsche's reputation for being difficult to drive quickly if you couldn't conquer their habit of oversteering when you lifted off the throttle.  There was no such problem for the Boxster. With independent suspension front and rear, its road manners were impeccable and it had a wonderful balance.Powerful four-wheel disc brakes slowed it with the help of standard ABS; traction control was optional. Standard wheels were 16-inch alloys; 17-inch alloys optional.The seats were comfortable and supportive and the folding roof worked a treat, disappearing into the rear compartment in 12 seconds.  It was just as easily raised to make the Boxster quiet and thoroughly weatherproof, even at high speed.Two quite generous luggage compartments meant you could take all the luggage you needed for a trip, and you didn't lose luggage capacity when the roof was down.The Boxster's interior was criticised by some for being bland. Some of the plastic trim was a little too hard and plain for such a costly car, they said, so Porsche upgraded the interior in the 1999 model.Even so, the original Boxster interior is roomy and quite well appointed, with lashings of leather to soften the hard plastics of the dash and console.  Standard equipment included air-conditioning, a super sound system with CD stacker, twin airbags and remote central locking.Porsches are generally among the most bulletproof cars on the road. Many are kept locked away in garages during the week and come out only on sunny days. But plenty are used every day around town.Porsches are easily the most user-friendly sportscars on the market. They are just as happy to trundle along in traffic as blast along on track days at warp speed.They also give very little trouble. Plenty of old Porsches on the road have 200,000km or more on the odometer – we've seen a mid-1990s 911 with more than 300,000km.  The bottom line is: Porsches are built to last, and they do that with admirable reliability.If you're shopping privately, check the bona fides of a car before you part with your money. It's best to buy a car that has been delivered locally rather than an import, even though imports sometimes cost less.  Check for a service record from a reputable Porsche service agent.