After more than ten years in the business I’ve been privileged to drive some very fast cars. The thunderous Mercedes-Benz SL55 AMG, with its onslaught of supercharged acceleration and NASCAR soundtrack, was fast enough to make me giggle like a school girl. Chasing the top of sixth gear in a Lamborghini Murcielago LP640 was enough to make me go very quite, while the awesome mid-range kick of the new Porsche 911 GT2 was fast enough to make we swear out loud.

But never before have I driven a car fast enough for my lunch to make a reappearance. And breakfast, and a couple of coffees, and a fruit salad… Did I mention I was wearing a full-face helmet and balaclava at the time?As the next uncomfortable 12 hours confirmed, it was actually a bout of gastro, and not Godzilla that had made me toss my cookies in such an embarrassing way at the car’s local media launch at Sydney’s Eastern Creek Raceway. But there is no denying the pace of the new GT-R.The 2009 model boasts 357kW and 588Nm from its 3.8-litre twin turbo V6, and according to Nissan it has only recently recorded a 0-60mph (97km/h) time of 3.3 seconds at a test at the company’s facility at Tochigi, Japan. However, it’s the GT-R’s ability to pile on pace above 100km/h that really scrambles your mind (and stomach).The last car I drove at Eastern Creek was the GT-R’s very public enemy, Porsche’s 911 GT2. Unlike Porsche, who allowed free reign around the fast circuit, Nissan’s global GT-R policy dictates that corner entry speeds are kept in check by strategically placed witches hats and the main straight featured a dinky little second gear chicane followed by a slalom. But even with these restrictions, the GT-R felt nothing short of ballistic.Under acceleration Godzilla disguises its 1740kg bulk with ease, but you feel the 300kg weight penalty to the GT2 during fast changes of direction and under brakes. With ESP fully engaged the GT-R does feel a bit computer generated in the traditional of Gran Turismo. But switch every thing off, and flick the transmission to R-Mode and the big coupe comes alive, even allowing a surprising amount of sideways action.However, it’s never as playful or rewarding to drive as a 911 and the steering is relatively inert.Though launched in Japan and North America in January 2007, the R35 will finally go on sale in Australia on April 1. Nissan Australia is presently holding 150 pre-orders, 90 percent of which are for the higher-spec Premium model. If you order before April 1, you’ll pay $148,800 for the GT-R and $152,800 for the Premium. However, after April 1, prices for both models will jump by $7000.A comprehensive test of the Australian-spec R35 GT-R will appear in a forthcoming issue of Wheels magazine.

The usual manure was being flung about gaily in Audi’s press material for the Q5 medium-sized crossover.

“We have created a new market segment,” it claimed. “The Q5 is the sports car of the SUV category and the perfect car for an active lifestyle.”Let’s get a couple of things straight: The Q5 does not create a new segment, it’s not a sports car, and as for being an SUV? In our book that requires some off-road ability, but as the launch route was all tarmac, we’re none the wiser.However the Q5 did emerge from our first taste as another thoroughly competent Audi. Undoubtedly, it’s worthy competition for the BMW X3, Land Rover Freelander and forthcoming Volvo XC60 and Saab 9-4X.To back up mechanical competence, the Q5 will also be priced competitively and specced well when it hits Australia in the second quarter of 2009.Four engine variants (two petrol, two turbo-diesel) will be offered, all driving via the latest seven-speed S Tronic dual-clutch transmission and permanent Torsen all-wheel-drive.Pricing will spread between $60,000 and about $80,000, with the base model and expected biggest seller tipped to be the 2.0 TFSI. This adds Audi’s new AVS variable valvelift system to turbocharging and direct-injection for a solid 155kW, 350Nm, a claimed consumption of 8.5L/100km and 0-100km/h in 7.5sec.Priced closest to it will be the 2.0-litre TDI (125kW, 350Nm, 6.7L/100km and 9.5sec). Further up the scale comes a new 3.2-litre FSI V6 (195kW, 330Nm, 9.0L/100km, 6.8sec) and 3.0-litre TDI (176kW, 500Nm, 7.5L/100km, 6.5sec).The standard equipment list for all Q5 models will include eight airbags, ESP with off-road and new roof rack modes, ABS with Hill Descent Control (see breakout), rear parking sensors, aluminium roof racks, cruise control and multi-function steering wheel.Options include the new Drive Select system that adjusts throttle, steering assistance and gearchange settings between three modes. Adaptive dampers and a dynamic steering system that varies the ratio and power assistance are offered separately.More conventional extras are the Bang and Olufsen stereo, panorama sunroof, Xenon Plus headlights, rear-view camera and MMI Plus (which includes sat-nav). No full-size spare is available from the factory and we don’t know if Audi Oz will fit one here.All Q5s are underpinned by the highly adaptable MLB architecture developed by Audi for all VW Group longitudinal drivetrain offerings. It’s already employed by the new A4 and A5 and will flow on to A6, A8 and so on.The advantage of MLB is the front axle’s repositioning further forward of the engine, delivering better weight distribution and handling balance.Not that the official drive routes on freeways and industrial byways provided much help in assessing that, or the way the various engines cope with kerb weights starting at 1730kg (for the 2.0-litre TDI).Instead, the Q5’s excellent interior space, comfort, quietness and high-quality leather interior were shown off. Four adults and their luggage would easily and comfortably fit inside, aided by a sliding rear seat and adjustable backrest angle. Luggage space is 540 litres (1560 litres with the bench seat folded). In a first for Audi, the front passenger seat also folds flat.Performance ranged from adequate (2.0 TFSI) to strong (3.0 TDI). Only some noisy thumps from the rear suspension and the S Tronic’s signature hesitation from idle irritated.Having established the Q5’s cruising credentials, we abandoned the official drive route and headed for the hills. A serpentine, steep climb in a 3.2 FSI shod with low profile 20-inch rubber proved revealing. With Drive Select in Dynamic mode there were prompt, if not sports car, responses.There’s still that signature SUV body sway under cornering and a tendency to squirrel under hard braking. The Q5 hung in mid-corner, trying to minimise understeer with dabs of ESP intervention. But it preferred slow-in and fast-out, then ripping up through the gears on short straights.However, the Q5’s key attributes were on display during the cruise back to the hotel: it’s safe, secure, comfortable and frugal. Who needs hyperbole when so much is done so well?

Audi Q5 3.2 FSI

Engine 3189cc V6, dohc, 24v Max Power 195kW @ 6500rpm Max Torque 330Nm @ 3000-5000rpm Transmission 7-speed CVT 0-100 km/h 6.8sec (claimed) Price $78,000 (estimated) On sale Second quarter, 2009

Hot on the bumper of the arrival here of Volvo’s impressive XC60 mid-sized soft roader, Audi’s five-seater Q5 seems destined to further shake up the premium SUV sector which until recently was monopolised by the BMW X3.

The Q5 is a vital part of Audi’s bold plan to take a larger slice of the luxury market; has been running third place behind BMW and Mercedes-Benz for some years although it did top the Three-Pointed Star in January-February…The Q5 is the second of three Q off roaders in which Audi is placing a lot of faith. The huge Q7 launched in 2006 has already managed to find a solid niche at the high end.And still to follow is the Q3 four-wheel drive, which is of compact size.Audi is a brand on the charge. Last year, it busted through the one million global sales barrier for the first time. Here, it sold around 9400 vehicles last year so the forecast Australian sales target of 1000 Q5s in 2009 is not to be sneezed at.Set for introduction this year are more new products including the new S4 and R8 V10. With slick road holding, a choice of four excellent engines and a smart interior, the good looking Q5 will certainly put a dent in the sales of the X3.Audi insists the Q5 is prettier, lighter, faster and more economical than its competitors. We look forward to the inevitable multi-car comparo where these claims will be put to the test…Audi has priced the Q5 for these cost-conscious times too, with the four-cylinder entry level 2.0-litre turbo petrol or 2.0-litre turbo diesel starting from $59,900. A 3.2-litre V6 petrol version is $69,900, and a 3.0-litre V6 turbo diesel is $71,900.A slew of options is available that could take a loaded version close to $100K!All variants get the new seven-speed Stronic twin-clutch robotised manual transmission, mounted longitudinally for the first time in the Q5. It offers the versatility of fully automatic mode or the ability to change gears through the gear shift function or optional wheel-mounted paddles, which we didn’t feel inclined to use much.Interestingly, the Q5 has ESP (stability control) with roof-rack recognition. When the removable rails are fitted, the ESP automatically senses and adjusts the stability control to allow for the possibility of roof load of up to 100 kg; weight that could obviously shift the centre of gravity.Wheelsmag.com.au tested two Q5 versions on- and off road in the Snowy country at launch – the wonderfully flexible 3.0TDI V6, and the slightly better balanced though not as torquey 2.0 TFSI.We ended up enjoying both engines but being more impressed with the TDI due to its effortless pulling power climbing twisting mountain roads. It has176kW on tap between 4000rpm and 4400rpm and an enormous 500Nm of torque available from 1500rpm through to 3000rpm.Noise isolation is so good that the driver needs to look at the tacho and its low red line to confirm that it is indeed the diesel engine up front. Of course, typical turbo diesel driving characteristics are evident too, especially that fat low-mid range pulling effort.Audi claims the 3.0 TDI does the zero-100kmh lunge in 6.5 secs – a full 0.7sec faster than the 155kW/320Nm petrol 2.0 TFSI.A return of 10.4 litres/100km from the 3.0 TDI on the test route was excellent given the challenging nature of the drive, and the exuberance of the drivers.The cornering poise is close to that of the X3, although the weight of the diesel does mean that understeer can emerge when pushing hard. With a lighter engine over the front wheels, the 2.0-litre TFSI feels a little less inclined to push the front end in the tight stuff.Optional adaptive dampers give three settings of various degrees of firmness. Ride comfort wasn’t an issue on the well maintained Snowy roads, but could be jolty on Sydney’s third-world goat tracks.The 2.0 TFSI doesn’t seem as grunty as the V6 TDI (and isn’t on paper either), but is a bit of a sweet thing anyway. This engine now combines direct fuel injection and turbocharging technology with the new Audi valvelift system (AVS) which varies valve lift for increased power output and improved fuel economy, officially 8.5l/100km.While few Q5s are likely to be used off road much, there is a modest capability in the rougher stuff. Ride height is 200mm and the fording depth 500mm.The permanent quattro all-wheel drive has a default 40-60 split, but in more extreme driving the quattro powertrain can direct up to 65 per cent of the torque to the front wheels, or as much as 85 percent to the rear.Cargo is a useful 540 litres with the seats in their normal locations. This increases to 1560 litres when all but the two front are tumbled down. Handily, the rear seats move forward 100mm to increase the cargo space. They also recline a little.The typically Audi quality is evident inside and five adults will get comfortable, The passive safety features include adaptive front ‘bags with seat position detection, front side ‘bags and thorax/pelvis protection.We did note that the driver’s visibility is compromised by the heavy A-pillar and the oversized outside mirrors.A standard-fit hill descent assistance system helps negotiate steep slopes, holding the speed constant (at any speed between 7-30kmh). It works in reverse too!The ESP and ABS use specially-developed maps for off-road driving to ensure maximum traction when required. But the retardation is nevertheless not great on loose gravel, even when off-road mode has been selected.Included too are special compartments for wet or dirty materials, cargo sectioning for safe storage of luggage and equipment, and drink holders which will keep drinks warm or cool.The Q5 comes with H7 headlamps as standard. The daytime running lights – with long-life bulbs as their light source – are already standard here.With the Xenon Plus option, there 12 daylight-white light-emitting diodes (LEDs) arranged above each “wing” – daytime running lights. The Xenon Plus headlamps can also be combined with the adaptive light cornering system.Other driver assistance systems such as Audi Side Assist and Lane Assist, Adaptive Cruise Control and Audi Drive Select round out a range of high-tech options.Multi Media Interface with Audi Music Interface ($6200) and adaptive damping system with Dynamic Drive ($5215) are at the pricey end of the options list. Audi’s MMI Navigation Plus system gets a seven-inch colour monitor and a 40MB hard drive, DVD drive, Bluetooth preparation and TV tuner.Overall, the Q5 is an impressive package on first impressions and we look forward to a more searching evaluation in familiar urban conditions.

Audi Q5 3.2 FSI

Engine 3189cc V6, dohc, 24v Max Power 195kW @ 6500rpm Max Torque 330Nm @ 3000-5000rpm Transmission 7-speed CVT 0-100 km/h 6.8sec (claimed)

Hyundai freely admits that only 3 percent of Australian passenger car sales are made up of traditional wagons. That’s everything from the little Holden Astra and Peugeot 308 wagons, to fleet fodder like Ford’s Falcon wagon, and swoopy newbie wagons like the Commodore Sportwagon and 300C Touring.

That this admission comes at the launch of Hyundai’s own small/medium wagon, the i30cw (or Cross Wagon), is perhaps surprising. Yet having spent two days with the i30cw in NSW’s picturesque Hunter Valley wine region, Hyundai’s confidence in the car can certainly be understood.Hyundai certainly aren’t unfamiliar with the concept of small wagons – the Lantra Sportswagon was one of the first on the scene back in 1995. But what surprises is that the i30cw is more than just an i30 hatch with a bigger boot. In addition to being 230mm longer and 40mm taller than its hatch sibling, the cw’s wheelbase also stretches 50mm and, crucially, offers 36mm more rear legroom.So for approximately $1500 more than the equivalent i30 hatch, the i30cw buyer not only scores a 415 litre boot (up from 340 in the hatch), but a rear seat that is amazingly spacious in every direction. Spacious enough, in fact, to challenge any of the much more expensive compact SUVs on sale, and much roomier than anything else that starts at $20,890.That base price is for the SX 2.0-litre petrol manual, but it’s certainly no stripper, and all i30cw’s get roof rails, a luggage tie-down net and standard ESP. Options include side/curtain airbags for $400, and cruise control and front fog lamps for $700. The range then moves through $23,390 SX 1.6-litre diesel manual, and the auto-only $27,390 SLX petrol, $29,890 SLX diesel and $29,990 Sportswagon (basically an i30 SR hatch with leather). An auto option on the SX adds $1500.A big compliment to the i30cw is that it drives almost identically to the accomplished i30 hatch. On broken rural bitumen, the i30cw displays fine body control and an all-round level of discipline that most Korean cars lack, and this strikes as its most impressive dynamic feature. It won’t hang in there with a Focus or Golf when the road gets twisty, with front-end push telegraphed loud and clear when you’re really punting, but it’s generally a well-balanced and competent handling car. The bigger downside is the steering, which is too light and vague, with an empty patch on centre that leaves you guessing when turn-in will actually occur.The 105kW/186Nm 2.0-litre petrol engine is a decently smooth and willing unit, but if you can fork out the extra for the diesel, it’ll be worth every cent. As in the i30 hatch, Hyundai’s 85kW/255Nm 1.6-litre diesel is a little beauty, with a fine mix of torque and economy that is ideal for the family car role.It does seem puzzling why Hyundai would restrict SLX and Sportswagon models to the four-speed auto, however. The petrol engine in particular falls victim to its widely-spaced ratios, slurring and hunting to keep the the peaky 2.0-litre on the ball. When both models cost near-$30K, it’s bordering unacceptable.Better to stick with the base SX manual, petrol or diesel, optioned with the extra ‘bags, front fogs and cruise. Both offer the small family car buyer a level of space and versatility that is unmatched for the price, and that serves as a unique selling point that should heighten this car’s sales potential.

I think I’ve just driven through one of those subtly-signposted, but crucial crossroads in a carmaker’s career. It happened not at the wheel of the new, $455,000 Lamborghini Gallardo LP560-4 — it’s not that triumphant a car — but during a Q&A session at the car’s Las Vegas launch.

The extensively facelifted Gallardo LP560-4, whose name indicates its 560ps (412kW) and four-wheel drive, gets its grunt from an all-new 5.2-litre V10. The formula of handfuls of pistons and ever-increasing capacity has been pure Lamborghini since 1963; unlike Ferrari and Maserati, there’s never been a Lambo turbo.Maurizio Reggiani, Lamborghini’s affable head of R&D, was asked if this would change.“Definitely not,” he says. “Part of our DNA is that the engine must be naturally-aspirated, and no diesels.”Without a change in pace or pitch, boss Stefan Winkelmann took up. “Basically this is the statement at the time being of Mr Reggiani, and he is right. But on the other hand, we are working on the future, and there are no limits. Whatever fantasy you have, [we have] the same.“To reduce emissions in future, we are working on four big issues: friction, aerodynamics, [weight-reducing] materials, and the type of engines.”It’s an illustration of the two, oddly harmonious sides of Lamborghini: terra di motori veteran Reggiani, ex-Maserati (BiTurbo era), ex-Bugatti (Artioli era) who joined Lamborghini 13 years ago; and the Italian-born Winkelmann, tapped in 2005 by Audi while running the German market for Fiat.Lamborghini has a long-term goal to reduce emissions of its two models by 40 percent. The Gallardo LP560-4 takes a big stride in that direction: the all-new engine introduces a 2mm larger bore dimension, embraces Iniezione Diretta Stratificata (Lamborghini for FSI) and a bunch of breathing tech to slash fuel consumption and CO2 emissions by a staggering 18 percent (to 13.7L/100km and 315g/km, respectively).And it’s not 18 percent slower. At 1410kg, the Gallardo’s now 20kg lighter than before, but the new outputs of 412kW at 8000rpm and 540Nm at 6500rpm spell a 292kW/tonne power-to-weight ratio identical to that of the late, 1360kg Superleggera, and a higher top speed of 325km/h.The 0-100km/h sprint drops to 3.7 seconds, which highlights another of the LP560-4’s advances. The previously awkward E-Gear six-speed gearbox cops an entirely new engagement system said to reduce shift time by 40 percent. It features five driving modes along with a launch control dubbed Thrust Mode.Along with refinements to the front and rear, double-wishbone suspensions and the (optional) carbon-ceramic brakes, the LP560-4 promises to be something out of the box.The drivetrain, let it be said, is exemplary. The E-Gear transmission is a revelation, from the smoothness and rapidity of its clutch action at low speeds, to the stirring, slap-shot shifting in Corsa mode. There’s perceptibly more torque to the new engine, belying its much higher peak rpm, and a seductive soundscape just beyond 4000rpm. The carbon ceramic brakes are stunningly powerful, but take practice to modulate smoothly.Inside, it’s subtle and classy, though the A-pillars seem to be forever in the way and the right-hand-drive version’s footwell is cramped and compromised. Rearward lane-change visibility is expectedly non-existent.But the unexpected thing about the LP560-4 is its handling. Where one would expect the thing to be Araldited to the road, particularly on the optional Sport suspension fitted to all of the launch cars, each of our three or four examples felt ‘walky’ in the rear end when not under accelerative load.A lifted throttle, braking into a corner, indeed even a leisurely upshift in a long corner, induced this wandering yaw sensation. Like Porsche’s 996 GT3, it seems to slump onto each armrest of its lateral adhesion.Conversely, the Lambo’s four-paw traction does few favours in letting one pick up the throttle early on the exit; it merely drifts into a stabilising understeer. And at no point during this exercise might one describe the steering as feeling particularly alive.Maurizio Reggiani knows of the rear-end yaw moment; he held the stopwatch that made it so. Through a combination of the front-rear torque split — which is “important that the driver has a perception of the transfer of torque; that it’s not just imaginary” — and a softer, but non-linear (rubber and metal) bush that joins the rear suspension arms to the chassis, this rear-end toe-out sensation gets the nose turned into corners.“This is the perfect set-up to reach the best lap performance vector on a track like Vallelunga or whatever,” Reggiani states. “I am aware of this feeling, but ultimately, you are immediately in the right position to accelerate.”One gets the feeling that Lamborghini itself, with whatever uncomfortable corners may be ahead, is in much the same position.

Lambo Gallardo LP560-4

Engine 5204cc V10, dohc, 40v Max Power 412kW @ 8000rpm Max Torque 540Nm @ 6500rpm Transmission 6-speed automated manual 1-100km/h 3.7sec (claimed) Price $455,000 On Sale August

My heart rate instantly ramps up to match the fast-idling V10 at my back. Just when I think I’ve booked my ticket to Guantanamo Bay, the sheriff gives me tacit approval to ignore the 70km/h speed limit through the next few kays of national park. With the sheriff’s drawl ringing in my ears it’s time to nail the throttle. All. The. Way. Down.

With a dry weight of just 1330kg propelled by 390kW, the lightweight Gallardo jack-rabbits off the line, briefly spinning all four Pirellis. Once 5000rpm is showing on the tacho, the 5.0- litre V10 emits a growl that makes the MGM lion sound like Garfield. At 8000rpm, another gear and another addictive slug of acceleration is only a right-click away on the standard sequential E-gear ‘box (the H-pattern manual is available as a no-cost option).Click, eight grand. Click, eight grand. This pattern repeats until there are no clicks left and the speedo needle is whapping around the dial towards 300km/h.Think of the Superleggera as a regular Gallardo with the Spinal Tap option dialled up to 11. Since the Gallardo launched in 2003, there’s been an expectation that Lambo would follow the lead set by the Ferrari 360 Challenge Stradale and Porsche 911 GT3 RS, and produce its own lightweight, track-biased special. Three-and-a-half years later, here is the proof of that speculation.Lambo‘s engineers set out with a target of removing 100kg from the Gallardo coupe’s kerb weight, and managed to ditch a total of 106kg. But given most cars will be optioned with the fixed carbon rear wing and a radio, Lambo PR is very honestly claiming just 100kg. A massive 47kg of that weight loss comes from the interior (see facing page for full diet details); 30kg alone from ditching the powered seats and replacing them with carbon-shelled race buckets complete with four-point race harnesses. The switch to race seats also removes the side airbags, meaning the Superleggera becomes a two-airbag car.There’s a lap-timer function built into the trip computer, but the redesigned instrument graphics look cheap and it’s impossible to get an at-a-glance gauge on your speed.A further 6kg is lost by ditching much of the sound deadening, which has the added benefit of amplifying the mental engine and exhaust notes. The exhaust itself is 8kg lighter than the standard system, and thanks to reduced back pressure, the Superleggera pumps out an extra 8kW, bringing the total to 390kW at 8000rpm. Peak torque remains 510Nm at 4250rpm, but new throttle bodies and a re-mapped ECU ensure sharper throttle response lower in the rev range. The gearbox casing is now cast from magnesium instead of aluminium, saving another couple of kilos.Optional carbon ceramic brakes don’t save any weight over the standard cast iron rotors because they are significantly bigger (380mm front and rear, plays 365mm front and 335mm rear for the steel items), but they offer better track performance. Finally, the standard 19-inch alloy wheels are replaced by lighter forged rims and then dipped in Pirelli P Zero Corsa tyres (235/35 ZR19 front and 295/30 ZR19 rear). This saves 2kg per corner and has the added benefit of reducing unsprung mass.Nothing in the Lamborghini catalogue, past or present, can touch the Superleggera’s 293kW/tonne power-to-weight ratio. In fact, nothing from Porsche, Ferrari, Lotus, BMW or Mercedes-Benz gets near the Superleggera. To get a bigger punch you’ll need to spend up big to secure a Pagani Zonda, Bugatti Veyron or Koenigsegg CCR.This supermodel kerb weight and heavy duty power output combines for astonishing performance claims. The first 100km/h comes up in a scant 3.8 seconds (0.2sec quicker than the Gallardo coupe) and the 0-1000-metre benchmark is now tripped in 21.12sec (0.3sec faster). As weight has no bearing on top speed, the Superleggera shares its 315km/h top whack with the Gallardo coupe.However, it’s around a race track where the performance parameters are truly reset. Official numbers are yet to be released by Lambo, but factory insiders hint at massive gains for the Superleggera. At the 21-km Nurburgring, for example, the Superleggera is said to clock a 7m40sec lap, around 10sec per lap faster than the standard car. If these numbers are confirmed, this Gallardo lite will top the Porsche 911 GT3 RS around the ‘Ring.Unfortunately we don’t have the ‘Green Hell’ at our disposal, but we do have the Phoenix International Raceway (PIR). Used primarily as a NASCAR tri-oval, PIR also features a tight and technical in-field, not dissimilar to Goulburn’s Wakefield Park or Winton Motor Raceway in Victoria – in other words, a perfect test for a track-biased road car.Within one lap, the Pirelli P Zero Corsa R-compound tyres are up to temperature and sticking like Araldite. The steering locks the front end onto apexes like a Sidewinder missile, with feel and precision flowing back through the suede-trimmed, flat-bottomed steering wheel. In fact, the Superleggera’s steering delivers the kind of chatty minutiae you’d usually only experience in a track-biased Porsche like the GT2 or GT3.Through fast changes of direction, where the Superleggera is resolute in its line and flat stance, the four-point harnesses have to work overtime to clamp you in the seat. So sharp and instantaneous are the Lambo’s responses, you need only to ‘think’ the car around the lap as if it’s hard-wired into your frontal lobes.Overstep the mark, however, and the transition from neutral cornering stance to massive oversteer is brutal. Still, like the standard car, the Superleggera slides and recovers better than any other big-power, mid- engined supercar. And up to eight-tenths, the super Gallardo remains adjustable and benign.Despite packing a better weight-to-power ratio than the Murciélago LP640, Superleggera owners should not get cocky and poke the big bear. Not only does this Gallardo lack the seismic top-end shove of the LP640, it also cannot match the instantaneous, almost superbike-esque low-rev response of the big-cube V12. But around the track, the Superleggera driver doesn’t need to work as hard to go as fast as the LP640 pilot, and has the added safety net of ESP on which to fall back (lacking in the older Murciéago).Lamborghini’s engineers have been improving the shift quality of its sequential E-gear system since the Gallardo launched in 2003. This latest iteration is closer againto perfection and preferable to the H-pattern manual. It’s still best to smooth part-throttle upshifts with a subtle lift, but downshifts are fast, decisive and met with an addictive braying from the V10 as the software matches engine and road speed. Purists may moan, but the two-pedal, two-paddle arrangement is perfect for track work or fast road driving, allowing you to focus on your rapidly arriving braking points.Away from the track the gearbox is much happier with mundane driving than previous iterations. Moving away from standstill or performing three-point turns, for example, no longer slips the clutch to stinking point.It’s testimony to the improved quality of the cars, and to Lamborghini’s faith in its product, that the Superleggeras had minimal kilometres showing on their odometers when we got our first taste. Our test car had covered less than 200km when we arrived at the racetrack. Yet in three solid hours of circuit time, not one of the Superleggeras (or Murciélago LP640s that Lambo’s test drivers were using as pace cars) suffered from the 40-degree C desert heat. Water and oil temps never threatened to rise above half gauge, and the carbon ceramic brakes continued to bite with confidence as the laps and pace piled on. Even the tyres remained blister free.Despite the hardcore changes, the Superleggera remains useable like few other cars offering such mind-blowing performance. On regular roads, you can certainly tell that the damping is firmer and that there’s more noise transmitted to the cabin. However, over Arizona’s undulating coarse-chip back roads, the suspension offers the perfect blend of body control and compliance. Sure, it’s not as easy to live with as a Porsche 911 Turbo, but the Stuttgart stormer fails to deliver the visceral responses on tap in the Superleggera. Surprisingly, it’s also only a few degrees more aggressive on the road than a standard Gallardo, and certainly more supple and relaxed than a Porsche 911 GT3. It’s a big call, but, along with the Ferrari 599 GTB, the new Lambo is very close to the perfect balance of supercar focus and ‘everyday’ useability.Around 350 Superleggeras will be built per year in addition to the 1500 or so Gallardo coupes and Spyders rolling off the line at Sant’ Agata. Just 10 Superleggeras will get an Aussie passport, with a base price of $464,600. Tick the boxes for the carbon ceramic brakes (approximately $30K) and the carbonfibre rear wing (around $12K), and you’ll need to raid the offshore account for a shade over half a mill. Odd as this may sound, that’s something of a bargain given that the new lightweight Lambo is one of the most focused and rewarding supercars ever made, at any price.

Heads swivel and lips move as the pale blue, Florio-liveried Boxster crawls the cobbles of the narrow Sicilian street. Wall-echoed, the growl from the flat six obliterates the cries of the citizens of Castellammare del Golfo. Their comments may be in proper Italian or the island’s dialect; I can’t hear. But every expression and gesture I can see says that the sight of this little German car has brightened their winter morning.

Having furled the Boxster’s electric soft-top entering town, after a roof-up morning autostrada run from the south side of the island, the clouds part briefly as we snarl up the hill, leaving the town behind and below. The new 3.4-litre engine of the Boxster S revs harder than ever, makes more power than ever, all while using less fuel than ever. Sounds better than ever, too. And the seven-speed Porsche-Doppelkupplungsgetriebe, mercifully abbreviated to PDK, is a brilliant accomplice for this accomplished engine. Match a mode to mood – leave it in default auto, select ‘Sport’ or the PDK-specific ‘Sport Plus’ settings – or instead choose gears manually. Whatever you select is going to be good. Ascending the hill I decide to stick-pick, ignoring the pair of steering wheel-mounted paddles. The shifts are amazingly swift, unfailingly smooth.

The precise responsiveness of engine and transmission encourages any driver, any real driver that is, to aim for equal exactitude with steering wheel and brake pedal. The desire to match this car’s ability is almost irresistible. So you concentrate on trying to trace perfect arcs through the corners and making timely transitions from luscious acceleration to determined deceleration. And no matter how good you are, the Boxster will make you look better.It may be a little old-fashioned these days to include mention of foldaway roof and two seats in a definition of ‘sports car’, so forget about that. By any set of criteria the Boxster is a great car, full stop. It commands, and deserves, reverence.Dr Wendelin Wiedeking is very fond of it, too, although not for its design, performance, or dynamics. No, Porsche’s president and chief executive officer loves the Boxster because it saved the company when it was on the verge of death in the early 1990s. And the physician who prescribed the cure? Dr W. Wiedeking, of course. At least, that’s the story he told during the welcome speech the previous evening.First, he made it clear how serious the threat was to Porsche’s survival. Production of the unprofitable front-engined 928 and 944/968 model series had been stopped. The rear-engined 993, last of the air-cooled 911s, as it turned out, was the only car Porsche built. Something else, a brand-new car, was needed to expand sales, increase profits, and save the company.Porsche would have ceased to exist if the new product didn’t succeed, insists Wiedeking. “This decision was vital,” he says. “If we had not won, we would have lost everything.”With Porsche now hugely profitable, and owner of a 50-plus percent share of Volkswagen, one of the world’s major-league manufacturers, the company’s health (and wealth) is astonishing. And it all can be traced back, says Wiedeking, to the Boxster concept built in 1992, unveiled at the 1993 Detroit show.The next morning everyone gathers to their car for the day from the line-up parked outside our classy Kempinski Hotel in Giardino di Costanza. They’re all S-spec, which means the now 228kW 3.4-litre engine. And all are PDK-equipped.The changes to the S engine (shared with the Cayman, naturally) are wide ranging. Last night I’d spent some time with Frank Maier, engine design team leader on the flat six. Maier is youthful, but has spent his entire career at Porsche, working his way up through the engineering ranks. His first assignment, he tells me, was working on the oil system for the V8.The reason I’d chosen an engine expert is simple. Drivetrain aside, there’s not that much change. The body structure is unaltered, and external changes are restricted to the front and rear plastic, and a different outline for the car’s new ‘two-tube’ headlights. Inside, there’s a new-look centre console and little else. Chassis changes are restricted to tunable items like springs, dampers and tyres.Maier’s English is fine, until he gets to the deep tech terms, so he collars a passing interpreter to help sort out the luft and leistung stuff. With a neatly cross-sectioned engine as handy instruction aid, Maier describes the most important features.Even though he’s an engine guy, Maier is also able to answer my questions about the PDK. It’s basically the same seven-speed double-clutcher as in the latest 911, although it points the other way and spins in the opposite direction in the mid-engined Boxster. Maier’s able to tell me that the PDK’s clutches and gearbox are lubricated separately. There’s a pressure circuit, including cooler, for the clutches. The gears, on the other hand, don’t need to cope with so much heat and make do with simply whirling about in the right sort of oil. Neither fluid needs changing at service time. Both the clutch and gearbox compartments are factory filled for life.These arrangements sound quite satisfactory, so I’m confident that sampling the S’s launch control isn’t going to cause any harm. Porsche’s launch control is very easy to access. Press the ‘Sports Plus’ button at the bottom of the centre stack. Press brake pedal firmly with left foot. Floor throttle with right foot, and check the central info display for written confirmation that the mode has been invoked. Release brake, quickly and completely.For a few fractions of a second the Boxster S’s drivetrain computer trims torque to minimise wheelspin, while the car leaps forward with lung-emptying vigour. But it seems to take only a few metres for the big (optional) 265/35ZR19 Michelin Pilot Sports behind me to hook up 100 percent. At each upshift by the PDK there’s only the most fleeting pause in push. It’s so impressively adept and gloriously effective that I have to do it again. Immediately.According to Porsche’s figures, the PDK-equipped S is a fraction faster than the six-speed manual; 0-100km/h in 5.2sec, 0.1 quicker (5.0sec with launch control). Assuming the driver of the manual achieves a perfect launch, of course. Often they won’t, making the real-world advantage of the PDK-equipped car often even greater.The PDK model also wins the fuel efficiency comparison. The European combined-cycle test result for the S with PDK is 9.2L/100km, 0.4L/100km less than the six-speed manual (the base Boxster with PDK scores an 8.9L/100km combined cycle result, 0.3L/100km less than the manual).That the PDK contains seven gears to the manual’s six is part of the explanation for its efficiency edge. The other is that the PDK’s seventh is a tall overdrive gear. This, according to the gearing chart, means the Boxster S with PDK reaches its top speed of 272km/h in sixth, spinning at a fraction above 7000rpm.What I do learn first-hand is that the S’s engine is fabulously tractable. Dawdling through the Sicilian landscape, the Boxster is happy to pull seventh at only 1500rpm. And it will accelerate without the slightest complaint from these low revs, too. More often you want more.Almost lost, somewhere inland from Marsala, we pass a pair of shepherds. They’re the first real, professional sheep herders I’ve ever seen, in fact. It’s a perfect picture postcard composition; two blokes, shaggy white flock, plump hillside, perfectly grassed and bathed in sunshine. Just to give them some relief from the monotonous tinkle of sheep bells, I prod the throttle. The PDK smoothly drops a couple of gears, perfectly matching revs each time, and sending the revs soaring in a musical wail. It’s too far to read their expression, but their heads turn.And so they should stare. Porsche set out to build a better Boxster. In the case of the S with PDK they exceeded the objective. It’s not only a better Boxster, it’s the best.

Porsche Boxster S

Body steel, 2 doors, 2 seats Drivetrain mid engine (north-south), rear drive Engine 3436cc flat six, dohc, 24v Power 228kW @ 6400rpm Torque 360Nm @ 4400-5500rpm Transmission 6-speed manual or 7-speed PDK Size l/w/h 4342/1801/1294mm Wheelbase 2415mm Weight 1380kg (PDK) 0-100km/h 5.2sec (PDK, claimed) Price $145,900 (estimated) On sale March

The needle on the Calais’ fuel gauge is wrapping itself around the ’empty’ stop.

It’s been like that for 45 minutes. If this were Star Trek, Scotty would be calling Captain Kirk and explaining how she’ll not take it any more. My fingernails are gnawed back to the first knuckle, and counting. There’s no doubt: 6.0 litres of Holden V8 will be sucking vapour any time soon.Forty kays back I stopped at a servo and took out some insurance – a 4.5-litre plastic jerry can, with unleaded to suit. It’s an extra 50 kays in a container, basically; a preventative measure against some undignified Keystone Cops story ending, halfway along Melbourne’s Citylink motorway.I’m about to fling the Tom Tom out the window, too (ten hours on the road can make anyone a mite intolerant). The Calais needs a drink now, the way a junkie needs the next hit. And I need not to run out of gas. Twice in the past 10 minutes I’ve trusted the British uppercrust voice of Kate Winslett to deliver me to the closest servo here in inner Melbourne. But our relationship is about to DNF. The first Winslett-purported servo was actually a construction site; the second, a car wash cafe (closed, of course).So the window’s coming down. My ‘irreconcilable differences’ with Kate are about to culminate in gravel rash. She’s still gibbering directions, oblivious to her imminent demise. So long, baby, I’m thinking, it’s been emotional. Then a ratty old 7-Eleven looms, and all is forgiven. The Calais burbles onto the forecourt, bug-spattered but a winner, as if it could go another ten rounds with the macadam, unassisted. Since the trip computer’s indicating 899km, I almost take it around the block, just to prove a point. Then sanity prevails.The Calais slurps up 79.6 litres of unleaded (says the bowser) until it’s literally overflowing, the way it started the trip. Not bad for a car with an alleged 73-litre tank capacity (the trip computer reckons it’s drunk more like 80.47 litres). Here’s the kicker, and it’s not likely to impress too many regional service station owners: The last time I filled it up was in Sydney’s northern suburbs. That’s Sydney to Melbourne on one (admittedly very, very brimmed) tank, returning an incredible 8.9 litres/100km. Yes, from a 6.0-litre V8. That anorexic fuel figure is in the Camry ballpark, from a car with 150 more kilowatts and more than 300 additional Newton-metres on tap when you need them.The trip cost a mere $94.64 in fuel – well under the door-to-door cost of flying, even by the cheapest Qantas fare, especially after factoring in the additional costs, including parking at the airport, taxis or rental cars at each end.How is this possible?This is the first independent, serious evaluation of GM Holden’s new Active Fuel Management (AFM) system. AFM is the first real environment/economy initiative from Holden since the Car-ocalypse nearly sent the big three American car makers to the wall (it still might). AFM passed, obviously. This car is a guilt-free V8 – maybe the first truly guilt-free Aussie V8 – at least on the highway. You still get the performance when you nail it (minus 5kW), but you lose the formerly intrinsic high fuel consumption when you don’t.AFM – also known as DoD (Displacement on Demand) or Cylinder Deactivation – works by turning your regulation 6.0-litre V8 into a 3.0-litre V4 when a pre-defined set of low-load and other conditions are met. It does that by shutting down every second cylinder in the firing order (that’s cylinders one, four, six and seven for pub trivia competitors).It’s been reported elsewhere that AFM works solely by shutting down the fuel to those cylinders. Not so. In fact, the system shuts both the cylinders’ inlet and exhaust valves when it activates. So nothing gets in; nothing gets out. Those four cylinders are, literally, taken out of the whole thermodynamic loop.Doing so reduces what engineers call the ‘pumping losses’ experienced by the engine. Engines aren’t pumps. A pump consumes the energy from a motor and does work on a fluid or gas – for example by filling the tank on your workshop compressor with compressed air, or jamming hydraulic fluid under pressure into your power-steering rack. Car engines, by comparison, extract the energy in the fluid (fuel/air mixture) and use it to drive the crankshaft around. Very different. Any energy used to suck mixture into the engine, or pump exhaust gasses out, constitutes a pumping loss – it’s energy that could otherwise be used to drive the crank, but is actually wasted moving the fuel/air and exhaust through the system.David Eliot, Holden’s managing engineer for V8 calibration, explains: “AFM reduces pumping losses. That’s really where the efficiency comes from. When you’re just cruising along normally in a V8 the [inlet] manifold vacuum might be about 60kPa [8.70psi] below atmospheric pressure. When AFM activates, that vacuum drops to 30-40kPa [4.35-5.80psi], so the engine has to do a lot less work pulling the manifold pressure down.”Every second cylinder is shut down so that the firing pulses – the little rapid-fire bursts of effort that actually drive the crank around – remain evenly spaced, and the engine doesn’t vibrate unevenly and otherwise run like a dog.AFM doesn’t activate at idle (idling on four cylinders is too rough) and it doesn’t activate above 3000rpm. Above 3000 it’s technically too difficult to switch it on and off, given the speed things are happening inside the engine (3000rpm is 50 revs per second). It’s also redundant, seeing as above 3000rpm the driver wants mumbo, not economy, and there’s only so much power and torque a 3.0-litre engine can deliver.AFM also doesn’t engage in first or second gears.In third to sixth there are variable rpm/load ‘windows’ for AFM to do its thing. The biggest window is in sixth; the smallest in third.The system works on oil pressure. The hydraulic lifters on cylinders one, four, six and seven collapse when oil pressure is fed to them by solenoid-controlled valves. The rollers on the bottom end of the lifters still follow the cam profiles, but the tops of the lifters don’t push the valves open – in this condition AFM is active, and every second cylinder is out of play.It’s a good arrangement because the default state for the lifters puts the engine in V8 mode. That means start-ups take place on eight cylinders, which is smoother (there’s no engine oil pressure on start-up). It also means that if the AFM system becomes defective, the engine turns into an ordinary V8 and you won’t be left to limp home on four cylinders.The test vehicle we drove was a pre-production car, bereft of the badging and ‘AFM on’ dashboard advisory light that will feature on production cars. During the Sydney-Melbourne run, without that light, the car didn’t let on when AFM was engaged or otherwise. I made a point not to learn anything about how the system worked before the run because I wanted to see if you could feel it cutting in or out. Take it from me: on the Hume Highway, you can’t. It feels exactly like a normal V8. Holden insiders say you can feel it cutting in and out – on a very smooth road. The Hume doesn’t qualify.David Eliot says there’s a lot going on behind the scenes during AFM transitions, however. The first part of that involves turning the system on and off. Managing the torque on the transition into four-cylinder mode is done by controlling the throttle electronically. On the way back to V8 mode the spark is retarded briefly to cut torque quickly, and then the throttle is fed back in while the spark advances.At the same time, the torque converter is busily managing NVH during the transition. It’s basically a big fluid damper between the engine and the transmission, and it operates in three modes: open, closed and ‘controlled slip’. Open is the way torque converters have been since Jesus played full back for the Nazareth Under-15s. It’s good for NVH but bad for economy. Closed is the way a clutch in a manual is – extremely direct and locked up; bad for NVH but good for economy.In controlled slip mode there’s usually about 40rpm worth of rev difference across the torque converter (between the crankshaft and the transmission input shaft). That takes a bunch of harshness out, between the engine and the driveline. In the transitions to and from AFM, that slip goes as high as 120rpm to attenuate even more harshness.This is why there’s no AFM on manual V8s – the drive is too direct for the harshness inherent in switching between four- and eight-cylinder modes. It also explains why the biggest window for AFM operation is in sixth gear: it means higher road speeds, so there’s more NVH from road irregularities and wind noise, etc. It masks the AFM transitions.Eliot says Holden’s biggest challenge was integrating AFM into the vehicle while covering up noise and vibration. “You have to put a lot of work into the engine, powertrain and exhaust mounts to manage vibration so you don’t get booms in the cabin or vibrations in the steering wheel, pedals or shifter,” he says. “It’s almost as if we have to design it for two engines.”You derive the biggest benefit on the highway, with a light right foot. Highway speeds in sixth equate to about 1500rpm – the box seat for AFM operation. Eliot says, overall, AFM means about a one litre saving for every 100km you drive. “But on the highway, you’ll do a lot better,” he says. “Real-world driving is where it really comes into its own.”ADR fuel figures aren’t the real world, clearly. They’re derived from two lab tests. First is a city test that takes three minutes 15 seconds, and contributes 36.9 percent to the final (combined cycle) result. Second is a highway test of six minutes 40 seconds and contributes 63.1 percent to the result. It means even the new ADR 81/02 ‘combined cycle’ result is heavily biased towards highway running.It’s very interesting when you look at the cars returning nines and 10s in the ADR combined cycle fuel-consumption stakes. They include: Camry (117kW), Aurion (200kW), Liberty 2.5 (127kW), Maxima (170kW), Accord V6 (202kW), Commodore V6 (180kW) and Falcon 4.0 (195kW).It’s also very interesting to note some cars that, on paper, can’t run from Sydney to Melbourne on one tank. They include: Yaris, Swift, Smart ForTwo, Micra, Colt, Mazda 2, Getz and Jazz.On the highway, at least, it seems the 265kW AFM-equipped cars – Commodore, Sportwagon, Statesman, Caprice and Ute – allow you to have your cake … and still overtake like you stole it.

You have to look hard at the facelifted third series MX-5 to see exactly what has changed – even when a 2005 Gen III roadster is sitting right next to it.

But it’s there: the alignment with the marque’s new five-point smiley-faced grille, tweaked headlight, foglamp and taillight housings, some ergonomic and aesthetic interior mods, and a new schoolbus-yellow hero hue…The Induction Sound Enhancer, right, from air filter to firewall.

ENGINE

The 2.0-litre, four-cylinder petrol engine develops the same 118 kW, but the rev limit has been raised 500rpm to 7500rpm in the six-speed manual, finding peak power at 7000rpm, and a less-stressful 6700rpm in the six-speed auto.The 188Nm torque figure remains the same, but fuel consumption is down 0.7L/100km in the manual and 0.4L/100 km in the paddle-shift auto. Both sit on par at 8.1L/100km.The engine is beefed up with a more sturdy surge tank, forged crankshaft, and redesigned valve springs to stop bounce at the new high revs.A new sound unit called the Induction Sound Enhancer (ISE) is a funky addition, funnelling engine vibration straight into the firewall (see above). The previous model’s enhancer was a much more basic tack-on version that vibrated on the engine casing. Interestingly, cabin noise is still reduced by 2.7db (tested @ 60km/h on coarse chip).

EXTERIOR

Apparently, the body of the new MX-5 has been nipped and tucked, but you have to know what’s different to see it.The most obvious is the new corporate grille, which now appears on every car except the CX-7 and CX-9, and the former gets the grin in October.The side and side sills have been pinched, the rear bumper slightly sunk into the shape, and three new colours of Aluminium Metallic, Metropolitan Grey Mica and Sunset Yellow bring the palette up to eight.

INTERIOR

At the risk of adding up to 23kg, Mazda smoothed out the Spartan MX-5 interior.The reflective piano-black dash feature has been trashed, replaced with a smooth silver finish and soft padded pleather. The dials and dash now features soft-touch knobs and surfaces, and the hard plasticky centre console cover has been replaced with a padded slide cover and pen recess.The range gets an MP3 3.5 jack, and the speedo and tacho are easier to read.And finally, the driver’s seat has a degree of height adjustment – though big fellas still have trouble squeezing in to either side of the diminutive roadster, and it could still do with reach as well as rake adjustment on the steering wheel.The wheel feels too fat and large for the car’s nimble assertion and handling prowess, and hems larger legs in. But the repositioning of the side door cupholders from the lower front of the door pocket to fore of the armrest ends the annoying indentation in the calf that drivers of the superseded model suffered.The top-line Coupe Touring model gets some lovely stitched Recaros to match fancy BBS alloys.

DRIVE

Mazda has not fooled around with the MX-5 formula since its inception in 1989, and it wasn’t about to change. However, this is the last generation and version under program manager Takao Kijima, who has just retired on the 20th anniversary of the icon he helped create, so there may be bigger changes in the future…The MX-5 is still soft in the suspension department, though the initial bodyroll into a corner settles quickly onto the springs and holds firm, while the light weight and grip do the rest. The trade-off is, of course, a ride with very little crash and jolt.The intricate BBS alloys on the top spec offer a little more feel and marginally reduce weight, but ultimately the best driver’s version is the ragtop manual with standard LSD. The paddleshift auto is intuitive and easy, but there is nothing like the Mazda manual with the slip diff and grippy Bridgestone Potenza tyres. Even on loose and damp surfaces, it’s hard to step the rear out without deliberately upsetting the balance of the car first.NVH is still ever-present, with a whistle behind your ears in the soft-top, and a low rumble in the coupe. But it is not offensive: merely whispers in the movie theatre. And action is on the screen most of the time anyway…

PRICE

Mazda has sold 855,000 MX-5s since the first gen hit in 1989, and holds a spot in the Guinness World Records book as the worlds most popular two-seat roadster as a result. But Mazda Australia are predicting a conservative 500 units a year in the current climate.Perhaps another small sales barrier is the slight price rise across the range; about 1.6 percent. But the MX-5 still represents enormous bang for buck in a tight little package. It’s easy to see why the MX-5 is such an iconic car. To still house a 2.0-litre nat-atmo engine, and still be so much fun, is a big salute to the concept and a big two fingered-salute to the heavyweight V8.MX-5 – $43,850 (with Limited Slip Differential manual only)MX-5 Touring – $45,720 (leather trim, alloy pedals, Bose seven-speaker stereo)MX-5 Roadster Coupe – $48,755MX-5 Roadster Coupe Sports – $51,455 (Recaro seats and BBS alloys)Optional six-speed auto – $2200.

Two years after the launch of the R57 version of the Mini hardtop, the BMW-owned brand is set to launch the long-awaited Cabrio range with a synchronized global release on Saturday March 28.

The Cabrio pair – sold with a choice of atmo Cooper and turbocharged Cooper S models – inherits all the technical and styling features of the current hardtop, plus the electric soft-top roof and single-piece electromechanical rollover bar behind the rear seats (which only pops up on demand, in 150m/s!).Both models are available with the geared-up $3600 Chilli package, which accounted for 65-70 per cent of outgoing Cabrio sales.New more powerful engines, substantial reductions in fuel consumption and emissions, enhanced safety technology, suspension tuning and a sense of practicality amidst the predictable chic, fashion centric approach, are evident in the latest Cabrio.It’s an important variant for Mini, as the Cabrio tends to represent around 25 percent of the range’s volume.Coming soon too in this 50th anniversary year for Mini is the Cooper D (for diesel…doh!), claimed to the most fuel efficient car currently on the market (3.9L/100km), and with the lowest C02 values. It will be priced from $33,750.Priced from $39,800, the Cooper Cabrio is powered by an 88kW 1.6-litre four-cylinder engine with fully variable valve management based on BMW’s Valvetronic technology, which aims at an optimised torque curve and best efficiency.The regular Cooper Cabrio accelerates to 100 km/h in 9.8 seconds with an average fuel consumption of 6.1L/100km and CO2 emissions now reduced to 145g/km. That’s approximately 16 percent less than the previous generation Cab. That’s about all we can say about the entry car at this stage, as we didn’t get to drive it at the press launch.But the version we did drive, the Cooper S Cabrio manual with the strong 128kW 1.6-litre four-cylinder engine with twin-scroll turbocharger and direct fuel injection proved to be a genuine amusement park – even though the Victorian weather did its often-unpredictable thing.But the optional ($490) heated front seats were a bulwark against the cold as we accepted the challenge of motoring with the lid down in drizzle and 18 degree autumn weather.The quality traditional soft top with its integrated sliding roof function folds back automatically in a complete finger-on-button process within just 15 seconds, at speeds up to 30km/h.With the roof raised, over-the-shoulder vision is limited but the rear window visibility is much improved over the superseded Cabrio thanks to the new (lower) rollover protection.One talking point and motivational tool, is the optional (on all but the Chilli versions) Always-Open Timer dial next to the tacho. This unique instrument shows the driver and passengers the time spent doing what Cabrios are supposed to do – get around with the top down. It may go down as one of the most useless items in motoring. It’s a $300 ask, and blocks the air vent to the left side of the steering wheel. But don’t let that stop you…The Cooper S (from $48,000) is remarkably responsive in all gears, pulling comfortably from as low as 2000 rpm but really getting with it from 3500. The official zero-to-100km/h time is 7.4 seconds, accompanied by some familiar (from the good days of the original brick) wheel-tugging torque steer. And, boy, I do like the lovely shift action of the manual ‘box and the tactile steering.Regardless of any suspension fiddling, the ride is still on the firm side, a trade-off for its kart-like handling.Impressively, the latest Cooper S Cabrio only consumes 7.2 litres per 100km and CO2 emissions have been reduced to 171g/km (or approximately 18 percent less than the previous generation).Along with the expected front side and curtain ‘bags, stability control and ABS, automatic air conditioning with Cabrio mode is available for the first time, setting out to provide a consistent set temperature when the roof is open, regardless of wind velocity. Also available is a handy integration of external music players, a USB port and Bluetooth hands-free telephone system.Drop tops inevitably compromised boot space, and this is true with the Mini Cabrio. But this model is better than the last one. With the rear-seat backrest folding down individually on either side, as well as the rear through-loading between the cargo and passenger compartment, luggage compartment capacity has increased to 125 litres (up 5 litres) with the roof open, 170 litres (up 5 litres) with the roof closed, and 660 litres (up 55 litres) with the rear-seat backrest folded down.An optional six-speed automatic transmission is available in all models for an additional $2350, and there are 12 colour variants available.The Mini Cabrio has a mix of conventional tyres and the controversial run-flat versions. The buyer can often make a choice of rubber security or a more comfortable ride. At least you now get the choice, which is what Mini was all about in the first place…