The styling hints at the Zen-like calm to be found within.  Mercedes’ new “cubist” face for the E-Class family retains the four-headlight layout that’s become an E-Class trademark, but the headlights are now squared off.  The two-bar grille sports a massive Mercedes logo, in keeping with Mercedes’ coupe style, and the look is equal parts edgy and conservative, sharing the distinctive side treatment and more rakish lines of the E-Class coupe.   Dramatically angled LED taillights improve visibility from the rear, and the E550 features subtle side skirting and standard 18-inch AMG wheels to go with the muscular rear fender treatment.

The angular look continues on the inside, with a five-gauge dash, burl walnut on the steering wheel and instrument panel, and crisp, razor-straight lines.  The E550 Cabriolet looks hard-edged, but it’s comfortable enough for a long drive in the country or a short road trip.  The COMAND infotainment system is standard, and functions are accessed via a seven-inch screen in the dash, and Bluetooth connectivity is standard.  Satellite radio and a navigation system are available, of course.  With the top up, the environment inside the E550 cabriolet is almost indistinguishable from the coupe thanks to a well-insulated three-layer roof.   Mercedes’ drowsy-driving detecting Attention Assist system, just introduced on the E-Class, is also available on the E550 droptop.

Passenger comfort is paramount in this car.  Mercedes has taken steps to reduce the downsides of driving without a roof as well.  The proven AIRSCARF system of neck-warming air vents makes chilly-day motoring more comfortable, and the new AIRCAP reduces air buffeting in the cabin for all four passengers.

Mercedes’ four-place convertible comes in two flavors:  V6-powered E350 and V8-powered E550.  The E550 is powered by a deliciously superfluous 5.5 liter 32-valve DOHC V8.  Variable valve timing ensures that the delivery of the 382 horsepower on hand is effortless, so the E550 can float along quietly or launch with authority depending on the weight of one’s foot on the pedal.  The E550 makes words like “smooth,” “solid” and “comfortable” seem inadequate; I may have to invent new adjectives.  The big V8 under the hood operates without drama, so this car can be entertainingly quick or perfectly docile depending on your need.  A seven-speed automatic transmission is standard equipment.

Even with the top removed, the E550′s body is absolutely solid.  It’s a decent handler as well, thanks to a sophisticated four-wheel independent suspension.  Up front, the E550 uses two-piece control arms and struts, while the rear is a five-link independent layout.    Mercedes’ Dynamic Handling suspension is standard on the E550 cabriolet, and adds electronically adjustable shocks.  ESP stability control is standard.  On the freeway, the E550 is comfortable and stable.  Drilled brake discs and painted calipers are also standard, making the view through the open-design wheels more attractive.  The PRE-SAFE emergency braking system is standard, and is now capable of applying full braking power in the instant before an unavoidable rear-end crash.  This helps to decrease impact speeds and will reduce damage and potential injury.

Combining the many virtues of the E-Class sedan with open-air pleasure, the Mercedes E-Class Cabriolet is possibly the most elegant convertible that mere mortals can hope to afford.   Of course, those mortals had better not be particularly hard up, as E350 cabriolet pricing starts at $57,725.  The E550′s $65,675 starting price may seem a bit dear, but when you consider that this is exactly what the 2009 CLK550 (the E550′s predecessor) stickered for, it’s clear that Mercedes has actually managed to make the MSRP more attractive.

All specs are for the 2011 Mercedes E550 convertible.
Length:  185 in.
Width:  70.3 in.
Height:      55.2 in.
Wheelbase:  108.7 in.
Curb weight:   4048 lb.
Cargo space:   11.5 cu.ft. (top up)
Base price:  $65,675
Engine:   5.5 liter DOHC 32-valve V8
Drivetrain:  seven-speed automatic transmission, rear-wheel drive
Horsepower:  382 @ 6000
Torque:  391 @ 2800-4800
Fuel capacity:  17.4 gal.
Est. mileage:   15/22

And why would you want to?  The Italian manufacturer, making a return to the U.S. market after almost three decades, is hitting the streets of North America with a subcompact that combines the style of a classic Euro-commuter with modern fuel efficiency and safety, one of the quietest rides in its class, and a funky-cool canvas soft-top.

Is this a true convertible, or just an unusually large canvas sunroof?  Whatever it is, it’s faithful to the original Fiat 500, first introduced in 1957.  That car’s large sliding canvas roof helped to make it it the darling of Italy, allowing buyers to enjoy the sun on a budget.  That’s the new 500C’s mission in life as well.  The styling is so acutely derivative of the original car (though the new 500 is much larger) that even the most car-illiterate observer will be able to tell at a glance that one begat the other.  The 500C shares the 500 hatchback’s bubble-bodied design, round headlights and cute “whiskers” grille, as well as its dimensions.  Seriously, this car isn’t that much bigger than a smart fortwo.  The 500C’s interior features hints of chrome, a large panel painted to match the body, and elegant upholstery.  If you like the sensibly-fashionable style of a Vespa, the 500C will be right up your alley.  The optional leather seats are fantastically comfortable.

The two-stage top can be closed in approximately fifteen seconds in case of a downpour.  Unlike many soft-tops, it can be raised or lowered while the car is in motion, at speeds up to 50 miles per hour.  Top-down, the 500C allows the sun to shine in without the side buffeting common to many convertibles, and the car takes on a decidedly cheerful aspect.  Visibility to the rear is somewhat compromised by the top stack and rear headrests, however.  Top-up, the 500C is quiet, for a convertible.  The 500C’s smallish trunk will hold 5.4 cubic feet of cargo, and the rear seats fold down to expand that out to 23.4 cubic feet.

Fiat offers the 500C in two trim levels:  entry-level “Pop” and better-equipped “Lounge.”  In Lounge trim, the 500C rates as a premium compact, with a leather interior, upgraded sound system and available navigation.

If you’re expecting the go-kart handling of a MINI Cooper, you’ll want to downgrade those expectations just a bit. That’s not a bad thing though–the 500C’s plusher ride is still entertaining and nimble, while being less punishing on non-enthusiast drivers who want to get to and from the store without a kidney belt.  Okay, the MINI’s not that bad, but the 500C is definitely more comfortable when the road is less than smooth.  MacPherson struts are used up front, with a twist-beam axle at the rear.  On the freeway it’s a different story; the ultra-short wheelbase results in a lot of chop and head toss at higher speeds.  Intimidated by traffic?  The 500C feels small.  It’s spunky, to be sure, but definitely not a giant on the road.  It feels much smaller than a Ford Fiesta or three-door Toyota Yaris, and larger than a smart fortwo, but only just.

Power is modest, in keeping with the 500C’s frugal mission in life.  A 1.4 liter engine with 101 horsepower offers enough grunt to keep up with traffic, and it sounds happy while doing it.  If you’re planning to race, though, you’ll want to carry a lot of speed through the turns because acceleration is leisurely at best.  Contrary to what the comparisons to the sporty MINI Cooper would have you believe, the 500C is more about frugality than lap times.  Fiat uses a solenoid-powered hydraulic system to actuate the intake valves instead of a traditional camshaft.  This allows for extraordinarily rapid variable valve timing.  Hypermilers will enjoy the fun eco:Drive application, which allows the driver to download vehicle performance information onto a memory stick and then analyzes it to offer tips on driving more efficiently.  When driven properly, the 500C is good for up to 38mpg on the freeway.  The six-speed automatic transmission is better suited to the 500C’s mission in life than the five-speed manual, but fuel economy drops slightly.

Though Fiat is pitching the 500C (and its hardtop companion, the 500) as competitors to the MINI Cooper, that’s really only a valid comparison because of both cars’ retro European heritage.  This is sporty, but it’s not as serious about it as the MINI is.  The 500 is much more similar to the Volkswagen New Beetle and the much less sexy Toyota Yaris.  Combine those two vehicles and you’ve basically got the 500C–a frugal, ultra-compact car with a powerful sense of personal style.  500C pricing starts at $19,500 for the Pop and $23,500 for the Lounge.  Standard equipment on the Lounge includes an automatic transmission, additional chrome trim, satellite radio and automatic climate control.

All specs are for the 2012 Fiat 500C.
Length:  139.6 in.
Width:  64.1 in.
Height:      59.8 in.
Wheelbase:  90.6 in.
Curb weight:  2486 lb.
Cargo space:   5.4 cu.ft.
Base price:  $19,500
Engine:   1.4 liter SOHC inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 101 @ 6500
Torque:  98 @ 4000
Fuel capacity:  10.5 gal.
Est. mileage:   27/32

No one is going to mistake an SSR for anything else.  As if the retro bodywork wasn’t enough, this is also the only retractable hardtop pickup truck on the market.  The extravagant curves of the front fenders and grille sweep into a compact, arch-topped cab.  Chevy says the design was inspired by the Advanced Design pickups of 1947-54.  The bed has a rigid tonneau cover, and the rounded-off tail has circular taillights in the fenders, just like the old trucks that inspired it.  Chevrolet’s signature horizontal chrome bar bisects the line of the headlights up front.  The SSR’s fender lines are echoed on other Chevrolet products as well, but nothing else has curves like this.  The massive wheels, measuring 19″ in the front and 20″ in the rear, are the most overtly modern aspect of the SSR.

A cozy, “twin cockpit” interior echoes the exterior design with an aluminum-finish horizontal trim panel running from left to right and across the doors.  It’s matched by the steering wheel’s crossbar, too, and a cool auxiliary gauge pod rides low in the footwell.  The retractable hardtop is a marvel of packaging.  Instead of folding clamshell-style, like the hardtops in Mercedes and Lexus roadsters, the SSR’s top stacks vertically behind the passenger compartment.  This unique mechanism allows the SSR’s cargo capacity to remain unchanged whether the top’s up or down.  It also impresses the heck out of anyone nearby.  The tall seats are comfortable, too, and the high seating position makes the SSR surprisingly easy to drive.  There’s not much space for anything larger than a cell phone in the cabin, actually.  Arguments will rage as to if the bed is really a pickup bed or not–it’s carpeted, but plastic runners make it possible to load slightly dirty or awkward cargo without destroying it.  The tonneau cover isn’t removable though, so capacity is limited.  We used the SSR to haul carpet, groceries, and several large boxes, and it was happy to act like a small truck.

No American-style hot rod would be complete without a V8 under the hood, and the SSR delivers.  After complaints that it was sluggish during its first year on the market, Chevy crammed an LS2 6.0 liter V8 (borrowed from the Corvette) into the engine bay for 2005.  With 390 horsepower on tap and rear-wheel drive, the SSR isn’t a disappointment on the road.  Unlike other boutique cars like the Plymouth Prowler, the SSR can back up its street-rod looks with serious acceleration and a most satisfying roar.  A choice of four-speed automatic or six-speed manual transmissions is available.

But is it really a truck?  Underneath the skin it is.  The SSR rides on a hydroformed separate frame.  With the SSR’s top down we noticed a fair amount of body jiggle on uneven roads.  The double A-arm from suspension and live-axle rear are also there to ensure that this little hot rod can do a bit of work if needed.  We’d just as soon use a Corvette to tow a trailer, but Chevy says the SSR will pull up to 2500 pounds.  Traction control is included, as well as a limited-slip differential, to help keep the SSR pointed straight in slippery conditions.  On the road and during a sudden snowstorm, the SSR proved to be remarkably easy to drive, with excellent balance and predictable handling.  The power steering is on the heavy side, but it’s also direct and responsive.  It’s a confident enough driver that we found ourselves cruising at freeway speeds even in the snow.

Thanks to Michigan’s crazy winter weather, we had a warm day to drop the SSR’s top and cruise around Detroit, too.  The SSR gets attention wherever it goes, and we got the thumbs-up from Mazda RX-8, Chevy pickup and Harley-Davidson drivers.  The SSR may be a toy, but it’s a comfortable, easy-to-drive toy that’s not completely useless when it comes to the real world.  Pricing starts at $42,430.  Our test SSR featured heated seats, a premium sound system and neato-keen color shifting paint, and stickered for $46,685.

Specifications:
All specs are for the 2005 Chevrolet SSR, which we tested.
Length:         191.4 in.
Width:            78.6 in.
Height:            64.2 in.
Wheelbase:        116.0 in.
Curb weight:        4760 lb.
Cargo space:        23.7 cu.ft.
Base price:        $42,430
Price as tested:        46,685
Engine:         6.0 liter OHV V8
Drivetrain:         four-speed automatic, rear-wheel drive
Horsepower:         390 @ 5400
Torque:         405 @ 4400
Fuel capacity:        25.0 gal.
Est. mileage:        15/19

As an avowed car spotter, it was somewhat embarrassing to see the Lexus IS 250C and not immediately recognize it.  A natural addition to the line of IS compact sport-luxury sedans, the retractable hardtop fills both the two-door coupe and convertible roles and gives the IS models a broader base from which to compete with the likes of the Audi A4 and A5 and the BMW 3-Series.  Those two vehicles are the gold standard of the compact sport-luxury market, though challengers like the Infiniti G37 and Cadillac CTS were certainly on Lexus’ mind when the IS 250C and IS 350C were penned.

The IS 250C takes a different stylistic tack from the shoebox-shaped four-place convertibles that dominate the class.  The dramatically tapered nose with a distinct shoulder line is shared with the IS sedans, but with smoother, more taut lines.  Only the hood is shared with the IS sedans.  Projector-beam headlamps and bright LED taillamps are subtle touches that make it clear this is a Lexus product.  Top-up, the silhouette is similar to that of the bigger SC 430, and the car has a tall-and-narrow look from the front.  The three-piece top uses aluminum-intensive construction to keep weight down, and has a braking control system that slows its descent in the last few inches to keep it from thumping ungracefully into place.

This is a four-place convertible, but the IS 250C is small on the inside, and better suited to two passengers than four.   A center console is decorated with marbled gray wood, and stretches from front to rear.  The dash is conservatively styled in Lexus’ tradition, with electroluminescent gauges and a full-color seven-inch display for the optional hard-drive based navigation system.   The available parking assist can make allowances for the roof cover’s lid and will intervene if obstacles are too close to open or close the roof.  Options include Dynamic Radar Cruise Control, Intuitive Parking Assist and of course a Mark Levinson sound system.

Driving dynamics are similar to the sedan’s, but contrary to the tendency for two-door models to add sporty features, the IS 250C is actually slightly mellower than its four-door counterpart.  Maybe it’s all the sunlight shining in, but this is one of the more relaxed convertibles I’ve driven.  The IS 250C is powered by a 2.5 liter all-aluminum V6 producing 204 horsepower.  Variable valve timing and direct fuel injection are used.  The IS convertible is also available with a 3.5 liter V6 that adds about 100 horsepower as well as additional port fuel injectors for improved response and efficiency at lower rpm.  Six-speed automatic transmissions are standard in both cars; the IS 250C is also available with a six-speed manual.

Body rigidity is not an issue. The IS 250C’s chassis has been strengthened so it’s just as solid as the four-door version.  Lexus has even beefed up the sound-deadening so that when the top is up, this droptop is just as quiet as the hardtops.  The basic suspension construction of double wishbones up front and a multi-link rear remains the same, as does the electronic power steering.   In addition to the stiffening that helps reduce body flex, Lexus has also lowered the rear suspension towers to improve rear-end handling and increase cargo space.  The handling is predictable, but Lexus takes no chances and its Vehicle Dynamics Integrated Management System (VDIM) safety-aid suite is standard equipment.  VDIM ties the anti-lock brakes, stability control and other functions together into a cooperative unit, allowing the IS 250C to respond to control loss almost before the driver’s aware of it.

All said, the IS 250C is very much what you’d expect a Lexus convertible to be:  well-executed, quiet, comfortable and somewhat forgettable.  It’s capable enough, regardless of the impression it makes, and for buyers who don’t want to have to deal with the quirks of a BMW or a Volvo, this is the way to go.  IS convertible pricing starts at $38,940 for the IS 250C and $44,390 for the higher-performance IS 350C.  My test car featured the Luxury Package, which added an upgraded interior, the Mark Levinson sound system, a navigation system and rain-sensing wipers (among other amenities) for $48,200.

All specifications are for the 2010 Lexus IS 250C
Length:  182.5 in.
Width:  70.9 in.
Height:      55.7 in.
Wheelbase:  107.5 in.
Curb weight:   3814 lb.
Cargo space:   10.8 cu.ft.
Base price:  $38,940
Price as tested: $48,200
Engine:   2.5 liter V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower:  204 @ 6400
Torque:  185 @ 4800
Fuel capacity:  17.1 gal.
Est. mileage:   21/29

Of course, it doesn’t hurt if that emotional connection comes wrapped in a package that can go fast, corner hard and looks like a million bucks.  Nissan’s new Z® Roadster stands out as an example of a car that combines both of these assets into a single package.   The 370Z has been with us for a couple of years, and given that car’s sexy lines and general lust for performance it’s no surprise that it’s gone topless.  Combining the 370Z’s retro-futuristic looks and fun-to-drive road manners with a bit of extra sun is practically a no-brainer.

More than anything else, the Z® Roadster is a car that knows how to make you like it; it wants to be friends.  The styling borrows in equal measure from classic Nissan Z-cars and the most recent 350Z, resulting in a slick envelope body with muscular curves.   The boomerang-shaped headlamp units seem to point the way down the long hood and arched front fenders to a compact passenger cabin.  With the soft-top in place, the Z® Roadster is distinguished from the coupe by its notchback tail and trunk.  The wide rear fenders give this car a big posterior, but the look is powerful, not zaftig.

Drop the top, and the roof disappears beneath a hard tonneau cover that gives the Z® Roadster a twin-cockpit look.  The power roof is slow, and clunks into place with a roughness that’s somewhat disproportionate to this car’s cost, but once inside the cabin with the sun shining in, that seems like a distant concern.    The mesh-backed seats are comfortable and resist heating up in direct sunlight, while the businesslike dash with its three gauge pods and matte metal trim is a constant reminder of the Z® Roadster’s mission in life.  This is a two-seater, with decent interior room and even a few cubbies for essentials.  A pushbutton start is standard; XM satellite radio and a navigation system are optional.

Of course, it wants to go and play as well, and it’s more than ready to do that.  The 3.7 liter V6 under the hood is a powerful and refined engine that’s well-suited to hard driving.  With 332 horsepower on tap, the 370Z is a bona fide sports car, ripping off effortlessly giggle-inducing zero-to-sixty runs and capable of providing significant thrust throughout the rev range.  It sounds good while doing it, too.  The six-speed  manual transmission includes Nissan’s SynchroRev Match, which automatically matches engine revs to wheel speed when you downshift–in effect, the car hits a perfect heel-toe downshift for you, every time.  It’s a neat trick, and the burp through the dual exhaust sounds cool, too.  A seven-speed automatic is also available.  Of course, the power gets to the ground through the rear wheels, and Nissan’s Vehicle Dynamic Control is standard, so it’ll behave in bad weather.

Not that this car needs much encouragement to behave.  The 370Z is an excellently-balanced car, just like the coupe.  The suspension consists of double wishbones up front and a multilink rear, but the engineering terms don’t tell half of the story.  The Z® Roadster must be experienced.  Take it down your favorite twisty road and it’s stable, with no hint of cowl shake even on rough roads.   Lightening and stiffening measures, including an aluminum hood and structural reinforcements to the A-pillar and side sills, are to thank for the convertible’s taut response.  The tight suspension and stiff body make the Z® Roadster a communicative and fun-to-drive car.  This is the sort of car that seems to read your mind when driving at speed, heightening that “just-right” emotional connection to the right driver.

The best sports cars are more than the sum of a lot of performance parts.  Nissan has hit on an outstanding combination of ability and performance with the latest 370Z, and the soft-top version doesn’t disappoint either.  Z®  Roadster pricing starts at $37,320.  Well-equipped, a model like my Touring test vehicle stickers for a still-very-reasonable $44,365.

All specs are for the 2010 Nissan Z Roadster Touring
Length:  167.2 in.
Width:  72.8 in.
Height:      52.2 in.
Wheelbase:  100.4 in.
Curb weight:   3426 lb.
Cargo space:   4.2 cu.ft.
Base price:  $40,520
Price as tested:  $44,365
Engine:   3.7 liter V6
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower:  332 @ 7000
Torque:  270 @ 5200
Fuel capacity:  19.0 gal.
Est. mileage:   18/25

They’re the good kind of laughs, too.  Top up, our smart fortwo cabriolet garnered the usual sidelong glances of drivers surprised to see the tiny thing on the freeway, and not much more.  As soon as the sun came out and we dropped the top, our fellow drivers were all smiles and thumbs-up.  A gaggle of teenagers went completely insane as we drove past the high-school fundraiser car wash, begging the little smart to pull in for a wipedown.

Of course, this might have been because the fortwo cabriolet would’ve required about a third of the effort that washing a regular car would.  The much-publicized cube of a car only takes up about half the space of a regular car, after all, and that’s not very much sheet metal.  In fact, it’s even less sheet metal than it looks like, as the smart’s high-strength tridion “safety cell” means that many of the body panels are non-structural (and dent-resistant) plastic.  When you step out of the smart, you’re practically behind it.  This car was designed to be parked nose-in to the curb in parallel parking spaces, so it’s about as long as the average car is wide.

Letting the sun shine in is a simple affair, requiring a push of a button.  The canvas roof slides back to create an extended sunroof, and a second stage folds it down across the rear, blocking visibility in the spirit of small, cheeky convertibles from the Volkswagen Rabbit to the Mini Cooper.  With the top completely retracted, the roof’s side bars can be removed and stowed in a recess in the tailgate for a complete open-air experience.  The folded top doesn’t encroach on cargo space, and when it’s stacked to the gills the smart cabriolet will carry up to 12 cubic feet of stuff, just like the coupe.

The smart cabriolet is quiet on the freeway, with very little of the additional noise traditionally associated with convertibles.  This is partly because of the canvas roof, and partly due to the smart coupe’s already above-average freeway noise, however.

So here’s the thing; the preconception is that the fortwo is too small to be a “real” car.  It’s only natural to assume this, given the thing’s size.  In truth, though, the only serious skill the fortwo lacks when compared to a Toyota Yaris or Chevrolet Aveo is that it’s a bit too small to avoid being nudged around by crosswinds on long freeway trips.  But, to be honest, the Aveo and Yaris aren’t all that stable in strong crosswinds either.  The fortwo makes up for its physical shortcomings with attitude and real-car fitments.  The speedometer is centrally mounted, and the unique “eyeball” air vents help to increase the interior’s apparent room.  Air conditioning, front and side airbags and a decent sound system are part of the package as well.  The smart is only a two-seater, but and the cabin is snug but comfortable enough for two.  The passenger seat has an additional six inches of legroom compared to the driver’s seat, and the handsome cloth upholstery and funky interior trim prevent the smart from being saddled with the “cheap” stigma that many small cars receive.  Of course, you’ll be exchanging that for a “weird” stigma, but a lot of buyers aren’t bothered by that.  On top of that, the convertible makes it fun.

In congested urban areas and on the car-choked Los Angeles freeways where we sampled the fortwo cabriolet, the car fit right in.  It’ll run eighty with the rest of traffic when the situation allows it, and then the anti-lock brakes will bring it to a halt when traffic inevitably backs up.  Electronic stability program (ESP) stability control is standard equipment.  It’s also easy to find a gap large enough to change lanes when your car is barely nine feet long.

The “automated manual” transmission’s hesitations will stymie drivers who expect it to behave like a traditional automatic.   Once you get used to the long shifts, which are just like economical shifts in a manual transmission, the car’s weird behavior makes sense.  Basically a manual transmission with an automated clutch, the gearbox is smart’s answer to maintaining decent economy in congested stop-and-go urban situations without forcing the driver to endure the hassle of dealing with a clutch.  In traffic, it’s best to slip the transmission into manual, paddle-shifted mode to avoid gear hunting, as the economy-geared transmission is always seeking the highest gear possible.  In fourth or fifth gear, the 70 horsepower, one-liter three-cylinder engine is not exactly a torque monster, and sudden throttle applications will result in…nothing at all.  In its powerband, the tiny three-cylinder puts out enough twist to urge the smart into motion rapidly, and fears of being run over while trying to enter the freeway are unfounded.

Taken in the right spirit, the smart cabriolet is a delightful little vehicle.  Don’t ever expect it to be normal, though.  The smart cabriolet is available only in “passion” trim, and pricing starts at $16,990.  Optional equipment on my test car included power steering, a clock/tachometer gauge combination and two-tone paint, and brought the final price tag to $18,205.  That price seems a bit steep–the smart costs about $10 per pound–but when I asked onlookers what they thought it should cost, most responses were in the $16,000-$18,000 range.
Having no top definitely makes a big difference.

Specifications:  All specs are for the 2010 smart fortwo passion Cabriolet
Length:  106.i in.
Width:  61.4 in.
Height:      60.7 in.
Wheelbase:  73.5 in.
Curb weight:   1852 lb.
Cargo space:   12.0 cu.ft.
Base price:  $16,990
Price as tested: $18,205
Engine:   1.0 liter inline three-cylinder
Drivetrain:  five-speed automated manual transmission, rear-wheel drive
Horsepower:  70 @ 5800
Torque:  68 @ 4500
Fuel capacity:  8.7 gal.
Est. mileage:   33/41

This high-tech grand tourer for two is a direct attack on German luxocruisers like the Mercedes SL, and it underscores Cadillac’s intent to remain a powerful force in the luxury market.  Like the SL, the XLR has a retractable hardtop, V8 power and more electronic gadgets than you can shake a stick at, from heated and cooled seats to a head-up display.

Cadillac is careful not to mention the ‘Vette in any of the XLR’s promotional materials, but this roadster’s proportions make the relationship clear.  Influenced by the Evoq show car of 1999, the XLR is the most extreme example yet of Cadillac’s flat-surfaced, edgy design.  No cookie cutter roadster, this; the XLR is a flying doorstop.  With super-coupe competitors from Mercedes and BMW angling for a more organic look, the sheer, wide-hipped lines of the XLR really stand out.  Run-flat tires eliminate the need for a spare, which is a good thing considering the size of those 18″ wheels.  Vertical headlights and taillamps that wrap into the top of the decklid ensure that the light signature is just as distinctive at night.  Best of all for Cadillac fans, the wild design retains an unmistakable family look.

Not content to just stop with the design, the dream-makers at Cadillac have equipped the XLR to impress as well.   First and foremost is the retractable hardtop, which transforms the XLR from two-place coupe to convertible in about thirty seconds.  Top-up and top-down, the XLR is really two different cars.  With the roof in place, it’s luxurious transport for two; with the roof stowed in the trunk the woof from the exhaust comes in, and it becomes a more aggressive roadster.  We think it looks best with the squarish top folded, making the big-wheeled, slab-sided design stand out at the curb.  Unfortunately the top eats up about half of the trunk space when it’s down, so pack carefully.

Inside, the XLR is equal parts Stealth fighter and country club.  Space-age add-ons like keyless entry, adaptive cruise control and a touch-screen controlled DVD navigation system are draped in leather and eucalyptus wood, and the satiny aluminum center console stack is a nice touch too.  The analog clock is an elegant unit designed in part by luxury Italian watchmaker Bvlgari.  The technology is the real story inside, though.  The keyless entry goes a step beyond the average key fob, as it’s intelligent.  The car recognizes the presence of the key in the driver’s pocket, and unlocks automatically.  The key doesn’t need to be inserted into the ignition to start the car, either.  Good luck finding the door handles, by the way, because there aren’t any.  The doors are opened by solenoids whose activation buttons are tucked away in recesses in the body.  Once you’ve finished impressing your friends with that trick, get them out on the freeway to experience the Adaptive Cruise Control (ACC).  Cadillac’s latest toy works similarly to the intelligent cruise control systems offered by Lexus and Infiniti, and uses radar to detect cars in front.  If there’s nothing in the XLR’s path, it maintains a set speed, but should a slow-moving car blunder into the way, ACC can slow down and maintain a set following distance.  ACC won’t stop the car if you’re about to drive it into a brick wall, however.  That’s where the head-up display comes in, projecting speed and important driver information onto the lower portion of the windshield.  And not only is there XM satellite radio, a DVD navigation system and a six-disc CD changer, but when the XLR is parked it will play DVDs on the navigation screen.

Under the skin, the four-corner double wishbone suspension is backed up by a Magnetic Ride system that even some hard-core car guys have trouble understanding.  In a nutshell, sensors at the wheels measure wheel motion and adjust the shock damping using a fast-reacting magnetic fluid.  What is means is that the XLR rides smoothly and tautly over most road surfaces, and keeps the tires in contact with the road over rough surfaces, a common bugaboo for sports cars.  As for things that are easier to understand, the transmission is rear-mounted, to improve the XLR’s front-to-rear balance and add cabin legroom.  Big four-wheel disc brakes with standard ABS bring the XLR to confident stops from the triple-digit speeds it’s capable of.

On the road, it’s not as memorable as one might expect a car in this class to be.  The woof of the exhaust is similar to the Corvette’s, but it’s provided by Cadillac’s familiar Northstar V8.  This is the first time Cadillac’s 32-valve V8 has been used in a rear-wheel drive car.  Variable valve timing and electronic throttle control ensure smooth power delivery, vital considering the XLR’s 320-horse powerplant.  Acceleration is brisk, and it should be since the XLR is actually the lightest car in its class, weighing in at less than even the visually smaller Lexus SC430.  A five-speed automatic transmission is the only gearbox offered, and the XLR is a big, refined wedge at speed.  There’s a bit more wind buffeting in the cabin than we’d like, and it’s less viscerally engaging than it looks, but the XLR is a solid performer.

With the European and Japanese luxury coupes and roadsters better than they’ve ever been, the first American entry into this market in a long while has its work cut out for it.  We think the XLR is up to the task.  Pricing starts at $75,385, but this droptop isn’t the least bit overpriced.

Specifications:
All specs are for the 2004 Cadillac XLR.
Length:         177.7 in.
Width:            72.3 in.
Height:            50.4 in.
Wheelbase:        105.7 in.
Curb weight:        3647 lb.
Cargo space:        11.6 cu.ft. (top up); 4.4 cu.ft (top folded)
Base price:        $75,385
Price as tested:        $76,200
Engine:         4.6 liter DOHC 32-valve V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         320 @ 6400
Torque:         310 @ 4400
Fuel capacity:        18.0 gal.
Fuel economy:        17/25

Audi’s high-performance S4 lineup gets a new addition for 2004.  The S4 sedan and Avant wagon are joined by an S4 version of Audi’s slick A4 cabriolet, bringing high power and athletic poise to an already impressive four-place convertible.  Intended to give fits to BMW’s M3 convertible, and Mercedes’ CL-class roadster, it’s the only V8-powered all-wheel drive car in its segment.

From the curb, this beast is far more unassuming than its other German competitors.  All that sets the S4 Cabriolet apart from the A4 Cabriolet are larger air intakes up front, dual exhaust outlets at the rear and a red and silver “S4″ badge.  There are a subtle few aluminum accents that aren’t present on the A4.  Otherwise, the S4 Cabriolet shares the bar-of-aluminum-soap design that graces the rest of the handsome A4 lineup.  The top is fully automatic and has a scratchproof glass window.  It looks best with the top down; the design is what the art gurus would call “clean.”  The S4 Cabriolet is equipped with 18″ wheels.

The interior is monochromatic to a severe degree, especially in our black leather-upholstered test car.  Audi’s S4 models have unique instrument clusters with grey dials and a thick, sporty steering wheel.  Audi likes to offer interiors with a custom-tailored feel, so S4 Cabriolet buyers can select one of four different dash-inlay materials, and a dash of wood would certainly serve to lighten the mood.  The seats are comfortable, and there’s room for four inside the S4 Cabriolet.

Of course, the best thing about this car is the powerplant.  The 4.2 liter V8 offers an unexpected roar when throttled hard, and triple digits are reached with ease.  How did they stuff a V8 under the S4′s stubby hood?  It’s a compact engine; engineers relocated the auxiliary and cam drives to shorten it.  Power output is 344 horsepower; Audi’s five-valve intake system helps to boost the power of this relatively small V8.  “Small” is relative at the gas pumps, too; the S4 Cabriolet is subject to a gas guzzler tax, thanks to its 15-mpg thirst.  But fuel economy isn’t the point here; power and poise are.  A choice of six-speed manual or six-speed Tiptronic transmissions is offered.  Both are serious performance units; the available “manumatic” Tiptronic can be shifted with steering wheel-mounted paddles, if you’re a fan of clutchless shifting.

Audi’s quattro all-wheel drive system is standard equipment on all S4 Cabriolets, so performance in all weather conditions is excellent.  The ride is stable and sure-footed, to the point of being somewhat sterile.  That’s due in part to this chassis’ capability.  Aluminum suspension components are used extensively to improve the car’s reflexes.  Up front, a four-link setup is used, with trapezoidal links at the rear for a fully independent setup.  Combine the grippy suspension with all-wheel drive traction and Audi’s ESP stability control system, and it requires a truly stupid driver to un-stick the S4 Cabriolet.  To keep body flex to a minimum, the S4 Cabriolet’s structure includes lots of high-strength steel and additional bracing.  This has resulted in a somewhat heavy body; this relatively petite car scales in at just over two tons.  Thanks to the 344 horses under the hood, of course, it doesn’t feel at all overweight, and the added structure makes for a secure ride even at triple-digit speeds.

On the road, steering response was slower than we expected, but far from sluggish.  Audi’s Servotronic steering system varies the power boost to keep it responsive at all speeds.

On the safety front, anti-lock brakes with Brake Assist are standard equipment, of course.  Invisible to the occupants are rollover hoops that pop out behind the rear seats in the event of a rollover to protect the passenger cabin.

Is the S4 Cabriolet the ultimate performance convertible?  Possibly.  Is it a value leader?  We doubt anyone would say so.  Pricing for the S4 Cabriolet starts at $53,850.  Our lovely silver test car, with a Bose premium sound system and Sirius satellite radio, hit the streets at $58,595, including a $1,700 gas guzzler tax.  That’s roughly $14,000 per passenger, and considering the S4 Cabriolet’s performance and poise, you just might not have any trouble finding three friends to chip in.

Specifications:

All specs are for the 2004 Audi S4 cabriolet, which we tested.
Length:         180.0 in.
Width:            70.0 in.
Height:            54.8 in.
Wheelbase:        104.5 in.
Curb weight:        4089 lb.
Cargo space:        10.2 cu.ft.
Base price:        $53,850
Price as tested:        $58,595
Engine:         4.2 liter DOHC V8
Drivetrain:         six-speed manual, all-wheel drive
Horsepower:         340 @ 7000
Torque:         302 @ 3500
Fuel capacity:        16.6 gal.
Est. mileage:        15/21 (six-speed manual)

The previous MINI Cooper convertible didn’t have many downsides other than a lack of rear-seat interior space, so there wasn’t much for designers to address when updating the ragtop for the second-generation body.  This compact, high-performance package won’t fail to put a smile on your face.
The styling is instantly familiar, of course.  The adorable, stubby MINI Cooper is made stubbier and more adorable by the removal of the roof.  With the top down, the one-box MINI Cooper looks not unlike a bathtub on wheels, with comfortable seating for four, of course.  The new body is slightly longer than before, but the unmistakable large oval lamps and chrome grille remain true to the aesthetic.  Emergency rollover hoops are located behind the rear seats and pop up in the event that they’re necessary.  The new MINI convertible’s top stack is slightly lower than before, offering a sleeker, more finished appearance.  The MINI Cooper convertible’s roof is power-operated, and can be raised and lowered at speeds up to 20mph.  It also includes a sliding section that mimics a sunroof.
The interior appointments are not all that different from those of the hardtop, either.   The centrally mounted pie-plate speedometer and love-‘em-or-hate-‘em toggle switches are the same.  If the Cooper makes you feel claustrophobic, then the roofless version is the way to go.  MINI’s quirky designers have included an “Openometer” that will tell you how much of your time has been spent with the top down.
The trunk isn’t that large, but the lid pivots up and out of the way to provide easy access to the six cubic feet of space within.  The rear seats also fold down, expanding space to just over 23 cubic feet, and there’s a small two-tiered shelf for additional storage space.
Entertaining performance is a part of the package, of course.  The MINI Cooper convertible is offered with the same new 1.6 liter four-cylinders that power the hardtop, in 118-horsepower naturally aspirated and 172-horse turbocharged guise.   The naturally-aspirated engine uses VALVETRONIC variable valve timing borrowed from parent company BMW to improve fuel efficiency and response.  The Cooper S’ more powerful turbocharged powerplant features direct-injection fuel delivery and a twin-scroll turbocharger.  The Cooper S is capable of creating a bit of torque steer, but it’s never unmanageable.
The MINI Cooper convertible is nothing if not tossable, of course.  This is especially true in Cooper S trim; a low curb weight and comparatively wide track mean that some serious twisty-road heroics are possible.  MacPherson struts are used in the front, with a multi-link rear.  It’s not an exotic setup, but the MINI’s diminutive, wheels-out stance and light weight mean that the seemingly mundane suspension is capable of serious performance.  I experienced no significant chassis flex, even when hammering the MINI Cooper S convertible around a race track. MINI offers a range of driving aids to improve things even further, including Dynamic Stability Control (DSC) with an electronic limited-slip differential and anti-lock brakes that include Cornering Brake Control and Brake Assist.  Run-flat tires are available if you want to save the weight of a spare.  Nervous about flinging the roofless MINI Cooper around at high speeds?  A pop-up roll bar lives behind the rear seats.
The MINI Cooper S convertible will staple a smile to your face, whether the top’s up or down–and if you were already smiling, then the 172 horses motivating a curb weight of significantly less than 3000 pounds are likely to turn it into a mad cackle.  It’s okay.  Just try to behave yourself, and wear sunblock.  The MINI Cooper S convertible starts at $27,450, while the standard Cooper convertible stickers for $24,770.

Specifications:  All specs are for the 2009 MINI Cooper S convertible
Length:  146.2 in.
Width:  66.3 in.
Height:      55.4 in.
Wheelbase:  97.1 in.
Curb weight:   2855 lb.
Cargo space:   6.0 cu.ft. (seats up); 23.3 cu.ft. (seats folded)
Base price:  $27,450
Engine:   1.6 liter turbocharged inline four-cylinder
Drivetrain:  six-speed manual, front-wheel drive
Horsepower:  172 @ 5500
Torque:  177 @ 1600-5000
Fuel capacity:  13.2 gal.
Fuel economy: 23/34

Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception.  The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates.  The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911.  For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.
The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations.  Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse.  The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model.  With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light–at just 77 pounds, it doesn’t have a significant negative effect on performance.   Even the ordinary parts are extraordinary on a 911–the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs.  Nineteen-inch wheels are standard on the 911 Carrera 4 S.
The cabin is snug, but much more comfortable than one might expect from a dedicated sports car.  The 911 has always been the “supercar you could live with,” and the latest iteration is no exception.  Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions.   The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module.  There’s even a chronometer on the dash.  Why?  For recording lap times, of course.  The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.
If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience.  You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck.  It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!”  Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it.  The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower.  Fuel economy is also improved, to 18 in the city and 27 on the freeway.   Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic.  To rein in that accelerative ability, Porsche’s Launch Control is included.
Forget anything you may have heard about this car being hard to drive.  The 911 has endless grip and stability, especially in all-wheel drive format.  It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!)  On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet.  The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts.  It’s also lighter than the Tiptronic, for that all-important weight savings.   With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously.  This makes shifts quicker, with no lag while the revs are matched to the next gear.  All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo.  It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.
The handling is in its own league.  The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty.  The suspension is fully independent, and not easily summed up.  Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm.  The rear uses independent control-track arms for each wheel.   The mechanics are complicated, but the results are obvious:  the 911 grips the road with unmatched tenacity.  It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails.  Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009.  Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.
The Porsche 911 is a constantly evolving yet approachable supercar.  As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s.  This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable.  The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets.  The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow.  The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100.  It’s rare that I say this about any six-figure automobile, but:  this one’s worth it.

Specifications:  All specs are for the 2009 Porsche 911 Carrera 4 S Cabriolet
Length:  175.8 in.
Width:  72.9 in.
Height:      52.6 in.
Wheelbase:  92.5 in.
Curb weight:   3516 lb.
Cargo space:   4.4 cu.ft.
Base price:  $102,900
Price as tested: $120,100
Engine:  3.8 liter horizontally-opposed six-cylinder
Drivetrain:  seven-speed double-clutch automatic transmission, all-wheel drive
Horsepower:  385 @ 6500
Torque:  310 @ 4400
Fuel capacity:  17.7 gal.
Fuel economy:  18/27