Convertible Reviews

The born-again Nissan sports car isn't perfect, as you discover the first time you try a tight parking space, but it comes close.The 350Z looks good, drives like a serious sports car, and returns the sort of value-for-money enjoyment that makes a starting price of $59,990 into a genuine bargain.It's no surprise the first shipment is a sellout, or that Nissan dealers are holding Zed-car orders that will create a waiting list until the second half of the year.Things will get interesting when the all-new Mazda RX-8 arrives in June, and final judgment on the 350Z will have to wait until it goes toe-to-toe with its only real showroom rival, but our test drive with the Nissan has made us believers.The 21st-century Zed provides an alternative for people who want Subaru WRX-level performance with a bit more style, or who need somewhere to go now the Nissan 200SX coupe has been dropped from the company's line-up.The original Datsun 240Z re-wrote the rules for Japanese carmakers in the early 1970s, proving they could build cars with passion.The Zed car has been on the comeback trail almost since the day the fat-old-fart 300ZX was chopped because people had had enough of the bloated 2+2 in the 1980s.It took the latest Renault-led management team to finally push the "go" button for a new hero car. It's the car Carlos Ghosn knew was needed to create some real excitement, and a sense of purpose, at Nissan.The car that's just arrived in local showrooms isn't true to the 240Z concept, but it's close enough. The styling is 21st-century corporate sports car, not a revival of the long-nose Zed design. But the rest of the car is hard edged and just as impressive as the original.That means a V6 tucked behind the front wheels, a two-seater cabin with grippy bucket seats and no frills, and a performance package built around big brakes and sports-car suspension.There are two choices in the 350Z family, the Touring and the Track, with prices from $59,990 up to $65,990. The extra cash for the Track pack buys bigger wheels and Brembo brakes, and it comes with only the six-speed manual gearbox.The V6 engine is a beauty and has been seriously upgraded from the version used in the Maxima. It includes everything from a growling exhaust note to howling induction roar, with a top end of 206kW – the maximum power output for Japanese cars – and a 363Nm wall of torque.But the new Zed isn't just about going fast: It also has a thumping Bose sound system, airbags for front-side-head protection, leather seats, airconditioning, alloy wheels, and remote central locking with alarm.THE 350Z is a great drive. Any time, any speed, any road.You only have to tickle the accelerator to get an instant response, it lights up when you leave the lights, and when you're ready for fun on a tough road the Zed will quickly move you along. It's the best news from Nissan since we cannot remember.Let's get the negatives out of the way first, so we can concentrate on the brilliance.It is tough to park, because the body drops away in all directions and the windows aren't big; the boot is cramped, and divided into two sections by the brace for the rear suspension; the headlamps aren't great, and neither is the horn; and the plastics in the cabin are cheap, more $19,990 Pulsar than Zed-car special.But that's because Nissan has spent its money on the stuff that counts. Take a look under the body at the beautiful suspension and brake bits and you will understand.Or, even better, push on the accelerator in second and third gears and be absorbed by the action. The V6 engine roars and goes, howling through the torque band from 3000 revs and on to the redline at 6200 – the gearbox has a clack-clack directness that's close to the Mazda MX-5, and the feel is tight and quick.The engine response, in any gear at almost any speed, is what gives the Zed its advantage over the push-and-wait turbo cars.The steering is firm and direct, the brakes – especially in the Brembo-equipped Track test car – are fantastic, the suspension rides all but the worst bumps, and the electronic traction control has been tuned to allow the driver – not the computer – to control the action.Best of all, Nissan's engineers have developed a car that's a complete package. There are no weaknesses, all the elements are at the same high standard.Sometimes it's great just to rattle up through the gears on a light throttle, feeling the mechanical action of the driveline, and other times it's rewarding to wait until late to brake to feel the firmness and response from the stoppers.That's what a sports car should be about, and it's what the Zed delivers.And the cornering power is fantas tic. It sometimes seems to defy gravity, turning into corners at silly speeds with no drama, and the cornering attitude can always be adjusted with the wheel or the accelerator.It's also helped by a great-looking body, fantastic seats and a dashboard that has just enough hints of 240Z – the three dials in the centre of the dash, including volts – to remind you the 350Z is drawing on a deep, rich vein of history.Finding rivals for the Zed is tough, because it's so good and so complete.Only one question mark hangs over the 350Z: how will it compare to the Mazda RX-8? That's why our comparison box this week is missing a star rating for the RX-8, which won't be available for testing until June.But the rating for the RX-8 really doesn't matter, and it won't really affect the success of the Zed.Plus – Sprint speed; cornering gripMinus – Tough to park; cheap cabin plastics

Boxster is arguably the purest Porsche of all.

WE MIGHT be in the middle of winter, but the slightest hint of sunshine is all that's needed to rip the roof off for some top-down driving.  Convertible cars are making a serious comeback and the list of open-air automobiles has never been bigger, or more affordable.The marvellous Mazda MX-5 - and the dead-and-buried locally built Ford Capri - basically re-invented the inexpensive convertible sports car segment, harking back to the glory days of the swinging post-war era where MGs were as trendy as mini-skirts and the Lotus position had nothing to do with yoga.While the latest drop-top sports cars are fun to drive solo, there's one flaw with most: there's only enough space for two people.  If you want to share the "wind-in-your-hair'' experience with more than one, the price tag for a four-seater convertible can be double that of Mazda's little cult car, with the born-again Mustang and the open-top Volvo C70 almost pushing six-figure start-up prices.However, there are a couple of less expensive options with the Peugeot 306 Cabrio and Volkswagen Golf Cabriolet, which have room for four, starting under $50,000.  But now there's another choice, with the Renault Megane Cabrio part of the French car maker's recent return to Australia.The Megane Cabrio is the most expensive car in Renault's new four-model line-up, but, at $39,985, it's also the cheapest passenger car-based four-seat convertible on sale in Australia.While Renault isn't pinning its hopes on the Megane Cabrio as the bread winner -- that goes to the Scenic mini people-mover range that shares the Megane's underpinnings -- it admits the drop-top is an important image-building model that needed to be included.  The Megane Cabrio is a convertible version of the coupe that's offered in Europe and which could be added to the Down Under line-up eventually.The two-door body has a unique wedge-shaped design with its rounded nose flowing into a tall, and squared-off bootlid.  The electrically operated roof, which can be colour-coded to the exterior of the car in some models, gives the Megane a coupe-like appearance when it is up. But the car transforms into something else when the roof folds down behind a classy-looking cover with Batman-style flutes that run off the top of the rear seats.The Megane Cabrio is powered by a 1.6-litre four cylinder engine and drives through the front wheels via a five-speed manual gearbox or a four-speed automatic.  The engine produces 79kW of power at 5750 revs and 148Nm of torque at 3750 revs.Safety-wise, the Megane Cabrio comes standard with anti-skid brakes and dual front and side airbags.  Inside the four-seat cabin are creature comforts including electric windows, air-conditioning, CD sound and sports seats.DrivingA cold and windy week in Melbourne recently wasn't the best time to spend with the Megane Cabrio.  But, even still, there were a couple brief periods where the sun beamed bright enough to drop the roof, turn up the heater and head out for a cruise.First things first, the weird "bum-up'' styling of the Megane isn't going to please everyone.The big, hard-edged nostrils in the front grille don't quite fit with the curvy lines that make up the rest of the car's face, and the bug-eyed, high rear end is certainly something different.Despite not having a windbreaker, there isn't that much turbulence rushing through the cabin while driving with the roof down.  And, the cabin is relatively quiet for a convertible when the fully lined roof is up.The front seats are quite comfortable with good side support, but there's not much room in the back for two adults to travel in comfort.  The angle of the steering wheel makes the driving position a bit awkward, but the dials and controls are all within easy reach and are well-organised on the dashboard.While the engine definitely doesn't belong in a sports car, it feels more powerful than a conventional 1.6-litre powerplant.There's plenty of low-down torque to make driving easy and comfortable, although the five-speed gearbox is a bit vague -- and the gear lever actually wobbles around when the accelerator is either depressed or released.  The suspension and body are quite tight for a convertible that's based on a regular passenger car. Surprisingly, there's little body shake, even when pushed through twisting roads.But there is a fair bit of kick back through the steering wheel if you hit a bump in the middle of a bend.  The ride is well sorted and, while the Megane Cabrio would be no match for an MX-5 in a head-to-head comparison through the Dandenongs, the handling is pretty good for a front-wheel-drive car.Overall, the Megane is a great value-for-money convertible with a European badge and the convenience of four seats.The bottom line3/5Good price, good fun.  While the Megane isn't a sportscar, it's a great-valueconvertible with heaps of Euro-chic.Renault Megane CabrioPrice as tested: $39,985Engine: 1.6-litre four cylinder with double overhead camshafts and fuel injectionPower: 79kW at 5750revsTorque: 148Nm at 3750revsTransmission:Five-speed manual, front-wheel-driveDimensions:Length: 4082mm, Width: 1698mm, Height: 1368mmWheelbase: 2468mmTracks: 1451mm/1432mm front/rearWeight: 1125kgFuel Tank: 60 litresConsumption: 9.7 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully-independent with MacPherson front struts and torsion beam rear end.Brakes: Anti-skid with front ventilated discs and rear drums.Wheels: 6.0x15 alloysTyres: 185/60 R15Warranty: three years/100,000kmRivalsMazda MX-5**** (from $43,485)Peugeot 306 Cabriolet** (from $49,990)VolkswagenGolf Cabriolet*** (from $49,750)Toyota MR2****(from $46,200)

There are only two things you need to know about Ford's new muscle-car star. It has a Mustang badge on the bonnet and a thumping V8 to back it up. It's not the best car in the world and it costs at least $85,000, but nothing much matters beyond the bold, brutal basics.The Mustang is like a Harley-Davidson motorcycle - both are made in America to time-honoured recipes - and they do their job. People who want a Mustang or a Harley don't really want anything else. They know there is nothing to match the potato-potato-potato rumble of Harley's big-twin powerplant, and nothing to match the muscle-car magic of a Mustang. Other cars may be faster, cheaper and much better finished, but they're just not a Mustang.Allan Moffat, Bob Jane, Norm Beechey and Ian Geoghegan proved this during the touring-car wars of the 1970s. So did actor Steve McQueen when he jumped a 'Stang through San Francisco during the great car chase in the 1968 cult movie Bullitt. John Bowe is adding the newest Aussie chapter to the Mustang legend Down Under, scoring the car's first GT Production victory last month in a Bud-backed return to racing.No one - least of all the people who have turned the latest Ford coupe into a sellout success - really expects a Mustang to match the boogie blast of a Subaru WRX or the final finishing of a Mercedes, despite its 4.6-litre quad-cam V8 and that meaty bottom line. They're looking for old-time muscle-car magic, a 21st-century time machine, and a fast Ford to give the brand back some of the bragging rights that have been lost to poor planning and political correctness in the 1990s.The story of the 2001 Mustang isn't as simple as it looks. It has taken nearly five years to get it on the road in Australia, and too many excuses have been made and too much time has been wasted along the way. But at least the process will also put Ford's mighty F-Series trucks back in action here later this year. The local model is the V8 Mustang Cobra with all the fruit, but it still takes a detour through Tickford at Broadmeadows - home of the XR and FTE Falcons -- to get it ready for right-hand drive and local conditions. Tickford does a masterly job on the wheel switch, though it still can't compensate for poor cabin quality, which is closer to a $15,000 Hyundai Accent than a $90,000 Benz or BMW.Still, the Mustang is loaded with air-con, a six-stack CD sound system, central locking, electric windows and mirrors, tilting steering wheel, twin airbags and leather trim. It also has anti-skid brakes, alloy wheels and some of the most comfortable sports buckets, with electric assists on the driver's side, on the road today.Leaving the best until last, the new-age Mustang has a cracking quad-cam V8 that must be fitted to the next Falcon. It's a lightweight design and has "only'' 4.6 litres of breathing space, but still punches out 240kW of power and 430Nm of torque. To put that into perspective, the Falcon XR8 has 220/435 with Tickford tuning; Holden's SS Commodore 225/460 and the flagship HSV GTS 300/510. But all of those V8s are much bigger, the Holden grunters by more than a litre.DRIVINGThe Mustang is surprisingly good to drive.Why a surprise? Because plenty of other hi-tech road rockets fail to deliver the same sort of raw, involving feedback or straightforward rumbling enjoyment as the old-fashioned 'Stang. You'd expect it to do the business, if only from the number of smiles, waves and "goodonyamate'' calls when you drive the car.The Mustang definitely delivers, but its "baby'' 4.6 needs encouragement to give its best and dip below seven seconds for the 0-100kmh sprint. It takes at least 4000 revs to really get it moving, but the howl approaching the redline at 6900 means it's a trip worth taking.The engine always dominates the Mustang experience, from the first muted burble to that runaway roar, like all the best muscle cars. It allows the 'Stang to cut through traffic, or run and gun on twisting sprints, but wasn't too punishing at the pumps and would be close to 10 litres/100km on a long freeway run.The feisty Ford has "only'' five gears, whereas lots of sporties now have six, but the change is relatively light and direct. The clutch takes muscle, but the steering compensates with good feel and plenty of power assistance and the anti-skid brakes are powerful without needing more than a solid shove.The cornering grip is terrific; response to the wheel is eager and the 235x45 tyres have plenty of grip. You know the Mustang is heavy and the long nose can make it hard to sight the apex, but it's easy to balance the steering and throttle in an old-fashioned way.Modern all-wheel-drive turbo rockets are quick, but you don't get the same involvement in the action. The Mustang needs a driver who is prepared to work with the tools, not rely on the tech torque to get the job done.The other surprise is the feel. I expected at least a degree of shake and rumble, and it is there in the Mustang convertible, but the coupe was as tight as a Falcon and the test car had no squeaks or rattles. Even so, the cabin is a big let-down and the boot a disaster.Inside, the Mustang's chintzy stick-on Cobra badge, plastic quality and parts fit would disgrace a $15,000 Hyundai. The seat trim is cheap and thin, pieces of metal are exposed, the steering column sometimes fouls your legs and the carpet is thin and nasty. The boot is tiny and tough to load, though the cramped rear seats fold down to increase the space.The horn is pedestrian, the headlights are OK, the car is tough to park, requiring a huge turning circle, and I'd much prefer an old-fashioned three-spoke Mustang wheel in place of the four-spoke Ford parts-bin model. But does any of that really matter? A Mustang is a Mustang and that's all that matters.Ultimately, it's a bloke's car and they love it. It's not the sharpest tool in the box, but there are times when a blunt instrument is best for the job.RATING: 4/5THE BOTTOM LINE: It's a Mustang, and that's enough.FORD MUSTANG COBRAPrice: $85,000 as tested (manual coupe)Engine: 4.6-litre V8 with twin-overhead camshafts and fuel injectionPower: 240kW at 6000 revsTorque: 430Nm at 4750revsTransmission: Five-speed manual, rear-wheel driveBody: Two-door coupeDimensions: Length 4653mm, width 1857mm, height 1354mm, wheelbase 2573mm, tracks 1525/1515mm front/rearWeight: 1557kgFuel tank: 60 litresFuel consumption: Average on test 12.8 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front MacPherson struts and rear multi-linksBrakes: Anti-skid four-wheel ventilated discsWheels: 8x17 alloyTyres: 235x45 ZR17Warranty: 3 years/100,000kmRIVALSMitsubishi Lancer Evo VI from $79,900HSV GTS from $91,250Ford TS50 from $75,000Audi TT Quattro from $82,950

Their demand has now been satisfied with the cult car's engine having grown from 1.6 to 1.8 litres, giving a useful boost in torque and mid-range power. Other changes have also been made which ever-so-subtly change the car's character, without sacrificing the essence of the MX-5.The Clubman model is the version for the purist sports-car driver and the model I tested. It has a Torsen limited slip differential and firmer suspension through Bilstein gas dampers. It takes a short time to adjust to the muscle power required to operate the manual steering: no wimpish power assistance in the Clubman! The only other clues to the bigger-engine are new alloy wheels and a brace bar behind the headrests.Other improvements have also been made to the fashionable two-seat sports car including a stiffer chassis, bigger brakes, larger clutch and driveshaft, and a fuel tank which has grown from 45 to 48 litres. Mazda has refined the independent double-wishbone suspension layout, and further boosted the car's impressive body rigidity with the brace bar and "performance rods" to stiffen the rear lower control arms.Other minor improvements include better shift quality for the manual, electric exterior mirrors, small pockets on the doors, a new seat fabric, and the attachment of the seatbelt buckle to the seat. Mazda's 1.8-litre engine gives a 14 per cent boost in power and an improvement of almost 20 per cent in torque over the 1.6-litre unit.But on-road performance does not improve at a similar rate because the MX-5 Clubman is 25kg heavier. Response has definitely improved in the mid-range when you are rolling along in second, third and fourth gears, but its off-the-line performance is only marginally better. Fuel consumption suffers about 10 per cent with the bigger engine and greater weight. Under-the-skin changes bring subtle differences to handling, making it want to behave a tad more conservatively.The saddest aspect of the Clubman is that its price, because of the strong yen, is now more than $40,000 once you pay on-road costs. Despite the price-tag, the MX-5 Clubman remains the pick of sports cars at the "affordable" end of the market.Mazda MX-5 ClubmanENGINE: 16-valve, double overhead-cam, 1.8-litre with electronic fuel-injection. A bigger engine has been the one demand of MX-5 owners.POWER: 98kW/6500rpmTORQUE: 155Nm/5000rpm. Extra power and torque are most useful in boosting mid-range acceleration.FUEL CONSUMPTION: 10.8 litres/100km average on test. 48-litre tank.STEERING: Rack-and-pinion. Manual steering requires good biceps, but you adjust quickly.WHEELS: 6x14-inch alloy.TYRES: 185/60 radials. The wheels look different, but rim and tyre sizes are unchanged.PRICE: $39,455. Depth of pockets must match desire for wind-in-the-hair motoring.WARRANTY: Three years/80,000km.

A week behind the wheel of the Renault 19 RT was 100 per cent pleasure - once certain drawbacks were overlooked. Its looks hardly reach the pinnacle of French flair, but they are inoffensive and the Renault badge always raises the interest of a motoring public suffering an overdose of Japanese cars.Compact dimensions limit comfortable seating to four adults, although there are belts for three people in the back. Rear headroom is minimal. Probably the worst aspect is the seating position for the driver with its "Labor" steering wheel - it's left of centre. As a result, I found my left leg interfering with the steering wheel unless I adjusted the wheel height to an uncomfortable position.Big points in favor of the 19 are the supportive front seats with their well-placed side bolsters, and the analogue dials which are classic white-on-black and easy to read. The radio/cassette player is heard through four speakers and can be removed from the car, an old-fashioned anti-theft strategy that has been superseded by security coding. The cavity is hidden from view by an annoying piece of plastic.Remote-control central locking is convenient and includes a button on the dash to lock (or unlock) all doors in an emergency. Front seatbelts have height adjustment for the shoulder straps.Headlights, horn and indicators are operated by the left-hand stalk on the steering column while the right-hand stalk controls the front and rear wash/wipers. Front windows are electrically operated while the external rear-view mirrors are manually adjusted.The 19's performance is hardly going to make you wish you'd bought a G-suit, but you can enjoy your motoring. Power is a modest 68.5kW at 5250rpm and torque peaks at 140Nm at 3000rpm. The 19's compact size helps make a routine trip become enjoyable, moving easily through heavy traffic and slipping around parked cars.When cornering, it turns in so quickly and accurately that it's hard to remember it's a front-drive car. You will have to push extremely hard to defeat the strong grip and impressive handling.Despite its driving credentials, an asking price that gives you just $10 change from $26,000 is a bit steep.Renault 19 RT hatchbackENGINE: Transversely mounted, single-cam 8-valve 1.7-litre with multipoint fuel-injection. Adequate for enjoyable driving.POWER: 68.5kW/5250rpm.TORQUE: 140Nm/3000rpm. Modest output, but the car's secret is its handling.FUEL CONSUMPTION: 9.2 litres/100km average on test. 55-litre tank.SUSPENSION: Independent. Front - MacPherson struts, coil springs, lower wishbones, anti-sway bar; rear - trailing arms, torsion bar axle. Faithful communication between the road and driver through the steering wheel.BRAKES: Ventilated discs/drums. Stopping power retained after repeated hard braking.PRICE: $25,990 (manual sedan or hatch), auto $27,850. Add $1500 for airbag and rear headrests. Expensive when you consider this money will buy you a much bigger Falcon or Commodore.