2007 convertibles

2007 convertibles DEFAULT

CONVERTIBLE CARS

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Convertible cars provide the ultimate driving experience. Cruising alongside the ocean, driving through a tropical forest, even crossing a desert, convertibles allow you to enjoy all your senses. Whether you choose to call yours a roadster, cabriolet, ragtop, spyder, droptop, volante or simply a convertible, own one and you'll never go back.

Here is a list of convertibles with your requested features: Model Year: 2007 Models; use the selections at the left to change the convertible cars displayed.

Year (Status)ManufacturerModelTop StylePrice
2007 (Past Model)AudiA4 CabrioletSofttop$39,100

Audi A4 Cabriolet

The 2007 Audi A4 Cabriolet is a softtop convertible with 2 passenger doors and seating a maximum of 5 people, with a price starting at $39,100.

Complete specs: 2007 Audi A4 Cabriolet Softtop Convertible

 
2007 (Past Model)AudiS4 CabrioletSofttop$55,700

Audi S4 Cabriolet

The 2007 Audi S4 Cabriolet is a softtop convertible with 2 passenger doors and seating a maximum of 5 people, with a price starting at $55,700.

Complete specs: 2007 Audi S4 Cabriolet Softtop Convertible

 
2007 (Past Model)BMW3 Series ConvertibleHardtop$43,200

BMW 3 Series Convertible

The 2007 BMW 3 Series Convertible is a hardtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $43,200.

Complete specs: 2007 BMW 3 Series Convertible Hardtop Convertible

 
2007 (Past Model)BMW6 Series ConvertibleSofttop$81,700

BMW 6 Series Convertible

The 2007 BMW 6 Series Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $81,700.

Complete specs: 2007 BMW 6 Series Convertible Softtop Convertible

 
2007 (Past Model)BMWZ4 RoadsterSofttop$36,400

BMW Z4 Roadster

The 2007 BMW Z4 Roadster is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $36,400.

Complete specs: 2007 BMW Z4 Roadster Softtop Roadster

 
2007 (Past Model)CadillacXLRHardtop$79,175

Cadillac XLR

The 2007 Cadillac XLR is a hardtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $79,175.

Complete specs: 2007 Cadillac XLR Hardtop Roadster

 
2007 (Past Model)ChevroletCorvetteTarga Top$44,995

Chevrolet Corvette

The 2007 Chevrolet Corvette is a targa top roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $44,995.

Complete specs: 2007 Chevrolet Corvette Targa Top Roadster

 
2007 (Past Model)ChevroletCorvette ConvertibleSofttop$53,335

Chevrolet Corvette Convertible

The 2007 Chevrolet Corvette Convertible is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $53,335.

Complete specs: 2007 Chevrolet Corvette Convertible Softtop Roadster

 
2007 (Past Model)ChryslerPT Cruiser ConvertibleSofttop$20,605

Chrysler PT Cruiser Convertible

The 2007 Chrysler PT Cruiser Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $20,605.

Complete specs: 2007 Chrysler PT Cruiser Convertible Softtop Convertible

 
2007 (Past Model)FordMustang ConvertibleSofttop$24,075

Ford Mustang Convertible

The 2007 Ford Mustang Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $24,075.

Complete specs: 2007 Ford Mustang Convertible Softtop Convertible

 
2007 (Past Model)HondaS2000Softtop$34,250

Honda S2000

The 2007 Honda S2000 is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $34,250.

Complete specs: 2007 Honda S2000 Softtop Roadster

 
2007 (Past Model)JaguarXK ConvertibleSofttop$81,500

Jaguar XK Convertible

The 2007 Jaguar XK Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $81,500.

Complete specs: 2007 Jaguar XK Convertible Softtop Convertible

 
2007 (Past Model)JeepWranglerSofttop$19,270

Jeep Wrangler

The 2007 Jeep Wrangler is a softtop SUV, a convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $19,270.

Complete specs: 2007 Jeep Wrangler Softtop SUV

 
2007 (Past Model)JeepWrangler UnlimitedSofttop$21,190

Jeep Wrangler Unlimited

The 2007 Jeep Wrangler Unlimited is a softtop SUV, a convertible with 4 passenger doors and seating a maximum of 5 people, with a price starting at $21,190.

Complete specs: 2007 Jeep Wrangler Unlimited Softtop SUV

 
2007 (Past Model)LexusSC430Hardtop$65,455

Lexus SC430

The 2007 Lexus SC430 is a hardtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $65,455.

Complete specs: 2007 Lexus SC430 Hardtop Convertible

 
2007 (Past Model)LotusEliseTarga Top$46,270

Lotus Elise

The 2007 Lotus Elise is a targa top roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $46,270.

Complete specs: 2007 Lotus Elise Targa Top Roadster

 
2007 (Past Model)MazdaMX-5 MiataSofttop$21,180

Mazda MX-5 Miata

The 2007 Mazda MX-5 Miata is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $21,180.

Complete specs: 2007 Mazda MX-5 Miata Softtop Roadster

 
2007 (Past Model)MazdaMX-5 Miata HardtopHardtop$24,995

Mazda MX-5 Miata Hardtop

The 2007 Mazda MX-5 Miata Hardtop is a hardtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $24,995.

Complete specs: 2007 Mazda MX-5 Miata Hardtop Hardtop Roadster

 
2007 (Past Model)MINICooper ConvertibleSofttop$22,600

MINI Cooper Convertible

The 2007 MINI Cooper Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $22,600.

Complete specs: 2007 MINI Cooper Convertible Softtop Convertible

 
2007 (Past Model)NissanZ RoadsterSofttop$35,550

Nissan Z Roadster

The 2007 Nissan Z Roadster is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $35,550.

Complete specs: 2007 Nissan Z Roadster Softtop Roadster

 
2007 (Past Model)PanozEsperante ConvertibleSofttop$92,256

Panoz Esperante Convertible

The 2007 Panoz Esperante Convertible is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $92,256.

Complete specs: 2007 Panoz Esperante Convertible Softtop Roadster

 
2007 (Past Model)PontiacG6 ConvertibleHardtop$29,400

Pontiac G6 Convertible

The 2007 Pontiac G6 Convertible is a hardtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $29,400.

Complete specs: 2007 Pontiac G6 Convertible Hardtop Convertible

 
2007 (Past Model)PontiacSolsticeSofttop$22,115

Pontiac Solstice

The 2007 Pontiac Solstice is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $22,115.

Complete specs: 2007 Pontiac Solstice Softtop Roadster

 
2007 (Past Model)Porsche911 Carrera CabrioletSofttop$82,600

Porsche 911 Carrera Cabriolet

The 2007 Porsche 911 Carrera Cabriolet is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $82,600.

Complete specs: 2007 Porsche 911 Carrera Cabriolet Softtop Roadster

 
2007 (Past Model)PorscheBoxsterSofttop$45,600

Porsche Boxster

The 2007 Porsche Boxster is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $45,600.

Complete specs: 2007 Porsche Boxster Softtop Roadster

 
2007 (Past Model)Saab9-3 ConvertibleSofttop$38,240

Saab 9-3 Convertible

The 2007 Saab 9-3 Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $38,240.

Complete specs: 2007 Saab 9-3 Convertible Softtop Convertible

 
2007 (Past Model)SaturnSkySofttop$25,595

Saturn Sky

The 2007 Saturn Sky is a softtop roadster, a convertible with 2 passenger doors and seating a maximum of 2 people, with a price starting at $25,595.

Complete specs: 2007 Saturn Sky Softtop Roadster

 
2007 (Past Model)VolkswagenEosHardtop$28,110

Volkswagen Eos

The 2007 Volkswagen Eos is a hardtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $28,110.

Complete specs: 2007 Volkswagen Eos Hardtop Convertible

 
2007 (Past Model)VolkswagenNew Beetle ConvertibleSofttop$22,240

Volkswagen New Beetle Convertible

The 2007 Volkswagen New Beetle Convertible is a softtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $22,240.

Complete specs: 2007 Volkswagen New Beetle Convertible Softtop Convertible

 
2007 (Past Model)VolvoC70Hardtop$39,090

Volvo C70

The 2007 Volvo C70 is a hardtop convertible with 2 passenger doors and seating a maximum of 4 people, with a price starting at $39,090.

Complete specs: 2007 Volvo C70 Hardtop Convertible

 
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From the August 2006 issue of Car and Driver.

It’s spring at last, the Dow is flip-flopping, and—if you’re in the right bracket and the damn market goes back up—the Bushies will be giving you just about enough of a tax cut to buy an expensive convertible. For sure, there’s nothing like a shiny new convertible to scoop up the joys of spring and blow ’em right into your face. And we have some pretty blossoms in the bunch this year.

For one, the new Jaguar XK convertible, with an all-aluminum body, is now light enough in naturally aspirated form to run within a half-second of the previous generation’s supercharged version. Launched close to the debut of its coupe equivalent, the XK convertible benefits from having been a part of the original engineering job. Which means it’s inherently stiff and sturdy by design—Jaguar says 50 percent more so than its predecessor, which was known for shivering and shuddering its way across rough surfaces.

The new XK convertible is powered by a 300-hp, 4.2-liter V-8 via a six-speed ZF transmission with a specially massaged manumatic system for super-fast shifts. Traction control, dynamic stability control, and Jaguar’s CATS variable-damping shock-absorber control are standard. The fabric convertible top is fully automatic, able to stow itself in about 18 seconds, and as we’ve become accustomed in Jaguars, the interior is a welcoming blend of burl veneer and soft leather.

Even more welcoming—particularly in this expensive grouping of convertibles—is the XK’s as-tested price of $85,200. That makes it the least expensive bloom in the bunch.

Further along the price spectrum is another recent addition to the convertible clutch. It is Cadillac’s $100,000 XLR-V, powered by General Motors’s supercharged Northstar V-8. This blown four-cam jewel produces 443 horsepower and 414 pound-feet of torque, with 90 percent of that torque on tap between 2200 and 6000 rpm.

Accompanying the big power boost is a full round of suspension and equipment upgrades over the standard XLR, including larger brakes, recalibrated Magnetic Ride Control, the addition of a rear anti-roll bar, unique badging, polished stainless-steel exhaust tips, and special wood and leather interior surfaces. But what makes it eligible for this particular spring-break bash is its fully automatic retractable hardtop, bringing coupe-like insulation and refinement to the droptop realm.

Targas aside, Porsche’s 911 has had a full convertible version in the lineup since 1983, and this is true of the latest-generation 997 models, too. For this test we ended up with a 3.6-liter Carrera model in order to have automatic transmissions in all the cars. It is possible to specify the more-powerful Carrera S cabriolet at less than $100,000 and stay within our budget for these cars, but Porsche couldn’t supply one with an automatic.

What might have happened to the rankings had we tested the 3.8-liter Carrera S will have to remain the subject of conjecture, but we have to say that the 325-hp Carrera seemed to us a nicely balanced vehicle, even if that figure represented the second-lowest power output of the group.

No droptop shakedown would be complete without a Mercedes-Benz SL. After all, an SL hardtop convertible won a similar contest in our October 2003 issue against three of the brands you see here, and it has since benefited from a face lift and an important engine transplant. The SL550 debuted at the Geneva auto show earlier this year with a freshened face and a new-generation four-valve 5.5-liter V-8 punching out a respectable 382 horses. With a long-running reputation for astonishing stickers, the Benz SL clocked in at a dizzying $102,375. We’ll see if it’s worth it.

If there’s a Mercedes in the mix, there has to be a BMW nearby, and the 650i brings a 4.8-liter V-8 to the party for 2006, producing 360 horsepower, 35 more than the preceding 645Ci, and with 30 more pound-feet of torque. New wheels distinguish the car from last year’s model, and the active steering feature that troubled many of us has been dropped from the optional Sport package and is now available as a standalone item.

Despite boasting the lowest base price in the group, the 650i wore a $1000 head-up display among its optional extras (the Cadillac has one, too, included in its price) and a stunningly pricey active cruise-control system ($2200) that helped bump the sticker to $87,640. As tested, only the Jag was cheaper, if that’s the right word here. Playing in this league is clearly the privilege of the well-heeled.

Fifth Place: Cadillac XLR-V

Our five testers agreed that the XLR-V made a much better everyday driver than the Corvette with which it shares its basic structural architecture. With a smoother, adaptable ride, an intelligent automatic transmission, and relatively easy ingress, we could see ourselves commuting in this car with little discomfort. The retractable hardtop adds considerable utility, too, providing a quiet and insulated environment for when you need to avoid that wind-in-the-hair experience.

Highs: Refinement, performance, versatility.

But that’s not saying much. For $100,000, one expects some razzle-dazzle beyond the role of everyday driver, and you certainly get some of this with the XLR-V. The sheer ferocity of its supercharged V-8 is definitely on the sensational side of the thrill ledger. Easily the quickest car here, the XLR-V rips off sub-five-second sprints to 60 mph and 13-second quarters. Not bad from a car with an automatic transmission.

That it can do that and then resume a smooth and tranquil freeway cruise is one of the XLR-V’s strong suits. But the car is not without its downsides. Not everyone likes the flat planes and sharp creases of its bodywork, or the aggressive leer of its wire-mesh grille. Two of the five test drivers are more than six feet tall and found the interior accommodations on the tight side. The seat was criticized by one tester as being firm under the butt but squishy under the thighs—“like a very shallow water bed,” he wrote.

Despite the Bulgari involvement indicated by its logo, the cockpit itself isn’t particularly warm and inviting. The vertical console and the angular moldings are tidy and symmetrical but lack the complexity and subtlety required for long-term aesthetic appreciation. Several testers commented on the overlarge steering wheel, and some complained about a primitive gear-selector feel. We’d like to see steering-wheel buttons or paddles for the manumatic control, too.

Lows: High price, cramped quarters, questionable styling, attenuated driver involvement.

Although the XLR-V is undeniably fast out on the roads of the sports-car world, with one of the best stability-control systems in the business, Cadillac’s efforts to retain a modicum of civility have clearly blunted the car’s communications skills. It just isn’t transmitting the whole performance picture to the driver through the wheel and seat. Other than the unequivocal engine response at full throttle and an occasional vibration through the steering wheel and rear suspension when encountering rough spots, the car is somewhat numb.

With smaller tire footprints than its bow-tie brother, the XLR-V was prone to some lurid slides while negotiating our lane-change test with the StabiliTrak system turned off. This tail-happy conduct is surprising in light of the car’s nearly equal weight distribution, but it’s mitigated by the brilliant dynamics provided by StabiliTrak in full control, which allowed the car to negotiate the lane change at the second-fastest speed in the group.

It is largely in the arena of tactile quality that the XLR-V disappoints. The Magna-Steer variable-assist steering remains relatively dead in your hands. The Caddy takes the longest distance to stop from 70 mph, and the brake pedal is pretty wooden underfoot. And although the six-speed transmission is located in the right place for weight distribution—just ahead of the rear axle—and is equipped with all the most up-to-date components and electronics, it was often tardy in dishing up a downshift.

The Verdict: A good choice if you must be seen in a domestic vehicle.

Lest readers think this is just a litany of complaint, it must be remembered that the XLR-V will appeal strongly to drivers whose tastes and intentions are in keeping with its strong suits. This is a fast, striking, well-equipped car with the big advantage of a hardtop convertible. Without its peers to spotlight its various shortcomings, this car would be considered highly desirable. With that in mind, it was mostly the high price that confined the Cadillac to fifth place.

2006 Cadillac XLR-V
443-hp V-8, 6-speed automatic, 3860 lb
Base/as-tested price: $100,000/$100,000
C/D TEST RESULTS
60 mph: 4.6 sec
100 mph: 11.0 sec
1/4 mile: 13.0 @ 109 mph
Braking, 70–0 mph: 173 ft
Roadholding, 300-ft-dia skidpad: 0.83 g
C/D observed fuel economy: 14 mpg

Fourth Place: BMW 650i

The 650i convertible is the product of an intensive development exercise intended to produce unprecedented levels of refinement, and it’s as sophisticated in that regard as the best of the Lexuses. Unfortunately, the painstaking effort expended in the search for seamless luxury seems to have eradicated many aspects of the BMW character that we and so many Bimmerphiles admire.

Highs: Great engine, usable four-seat space, rich demeanor.

BMW’s press kit tells us the body of the convertible—with its various reinforcements and gussets—is slightly stiffer than the 650i coupe before glass is added. (The coupe is stiffer with all its glass in place.) Yet here’s what the C/D logbook says: “Noticeable cowl shake over rough stretches. Doesn’t feel as solid as most of the others.”

But the fact of the matter is that the 650i is extraordinarily quiet, stable, and supple in its everyday dealings. That cowl shake was probably the only noticeable manifestation at the time. The BMW recorded the lowest decibel readings in the three sound categories we measure. It never felt as if it were doing anything dramatic, but it pulled the second-highest lateral-acceleration number in the group. And its last-place finish in the lane-change test probably had more to do with the dearth of chassis feedback than anything else.

Let’s be charitable and call this car subtle. Extremely subtle, requiring a longer relationship with its owner than a half-hour in the seat between car swaps on a test drive. Then we might come to terms with an exhaust note so quiet it’s soon dispelled by wind noise. A broad spread of torque from the 4.8-liter V-8 means the car isn’t constantly shifting gears. That’s a good thing because the kickdown isn’t notably responsive in the 650i.

And let’s say we don’t want constant info from the chassis disturbing our relaxed grip on the utterly becalmed steering wheel. Don’t worry, there isn’t really much of that. Still, on the other side of the wall of isolation is a well-engineered car going about its business. It’s just that much of it is evidently none of our business. This car is so inert there’s not a lot to be gained from reading the drivers’ logbooks.

Lows: Anesthetic isolation, a heavyweight, controversial styling, bland personality.

Yet the BMW is loaded with high-tech gadgets, and not all of them are associated with the annoying iDrive mechanism (which gets a little soft pad on its control knob this year, in case you care). The automatic softtop—it was not universally considered handsome—raises in about 25 seconds, draping itself over five windows in the process.

The short, vertical rear glass can be left in its upright position to act as a draft excluder for the rear-seat passengers. The BMW was best in this group at transporting rear-seat passengers (the Benz and the Cadillac have no rear seat at all), but not behind the two six-foot-something testers on this trip. Their seating positions had the front backrest firmly in contact with the rear cushion.

If the BMW is about cruising, then it has all the cards: a great stereo, a navigation system, automatic climate control, stability control, and a host of special brake-related programs from wet-weather clearing strategies to something called comfort stop, which alleviates that sudden snap stop practiced by bad drivers. For fast, daylong cruising, the 650i is in a league of its own. Want to do 1000 miles today? Go right ahead.

But it feels a tad heavy on California’s goat tracks, even if it negotiates them gracefully. We had reports of unexpected understeer from one driver and sudden snap oversteer from another. It’s probably their own fault for misinterpreting the corners, but a lack of immediacy and clarity in the car’s controls is undoubtedly a co-conspirator.

The Verdict: Super luxurious, but the victim of a BMW-ectomy.

Adding to the team’s doubts about the 650i’s sporting credentials was a singular concern over its appearance. We thought it odd-looking with the top down and arguably ugly with the finned top up. All things considered, the BMW 650i is lucky it didn’t finish fifth.

2006 BMW 650i
360-hp V-8, 6-speed automatic, 4300 lb
Base/as-tested price: $79,495/$87,640
C/D TEST RESULTS
60 mph: 5.5 sec
100 mph: 13.4 sec
1/4 mile: 14.0 @ 102 mph
Braking, 70­–0 mph: 161 ft
Roadholding, 300-ft-dia skidpad: 0.91 g
C/D observed fuel economy: 15 mpg

Third Place: Jaguar XK

This new XK convertible is an easy car to underestimate. At first acquaintance it seems docile, mellow, and not at all likely to get in your face. Also hard to forget is that at 300 horsepower the XK is the least powerful car in this test. In the first few minutes after you start the car and drive off, the impression of a mellow and quiet grand tourer is reinforced by a pliant ride, smooth automatic upshifts, a nicely weighted but calm steering wheel, and seats that seem too softly padded for aggressive driving.

Highs: Stable chassis, amazing ride-and-handling compromise, responsive transmission.

Then, as the miles pile on and the pace picks up, the XK seems to amp up its feedback until, at crazy speed—when you’re braking hard into a turn, tugging on the paddles, and hearing the dual exhausts bark their baritone song as the computer matches revs—driver and car are suddenly dancing in precise rhythm.

That happened once we’d taken to the hills, but first there were some surprises at the test track.

After declaring the car “a cruiser” in his first logbook notes, tech editor VanderWerp found himself surprised by the car’s good acceleration, despite its not having substantially more power than previous Jags. “The weight loss and the quick-shifting tranny must help a lot,” he wrote. Then we moved to the lane-change exercise, where the XK cut effortlessly through the cones. We held down the stability-control button, as instructed, to raise the intervention threshold and could detect no more than one brief brake application to settle the car during runs that were more than 2 mph better than the second-quickest car.

Out in the hills the XK continued to impress. The car tackles the twisties with real poise yet never seems to stiffen its ride or responses to the point of severity. The paddle-directed fast upshifts and blipped-throttle downshifts lend real sporting character, and on several occasions we found ourselves drawing to a stop and pulling on both paddles to find neutral, the way it’s done in Ferraris and Lamborghinis. That’s how authentic the experience is.

Lows: Poor softtop fit, some electronic glitches.

The XK provides plenty of room in the front seats, even if full deployment of available space negates the whole idea of rear seating. The word occasional hardly covers it, but at least those rear seats—however vestigial—provide extra luggage space for folks who like to travel with the top down. (The Caddy has a bulkhead directly behind the front seats; the Mercedes has a small parcel shelf.)

Like the other cars in this test, the XK’s top motors automatically into its own bin and is then tidily covered by a panel that integrates neatly with the car’s body. There is no draft-deflecting apparatus on the Jag, but wind-flow management is good, and the car can be driven comfortably with all the windows down. And once you’ve heard the V-8 trumpet during downshifts in the canyons, you’ll only put the top up when it rains.

The more cynical among us took issue with the inevitable burl veneer and leather interior, accusing Jaguar of resorting to its clichéd image when designing the cabin. For customers who feel the same way, there is a brushed alloy treatment that banishes any sight of timber. But for people who like the Jaguar look, the leather and the wood have been carefully crafted.

The controls are easy to find and operate, too, although the same cynic complained about the new touch-screen information and navigation display, saying the buttons were small and hard to operate and it took long periods of staring to get what you want. Perhaps this is why many manufacturers prevent use of the nav display with the car in motion, Robinson.

There were a couple of concerns about quality. Along with some unexplained warning-light illuminations, we noticed incomplete weather sealing on the XK’s top. A gap on the passenger side produced whistling noises at speed and allowed a trickle of water through during our car-wash test.

The Verdict: An impressive new Jaguar.

We hope all XKs don’t suffer this problem, because this is a good car, and it deserves to do well.

2006 Jaguar XK

300-hp V-8, 6-speed automatic, 3880 lb
Base/as-tested price: $81,500/$85,200
C/D TEST RESULTS
60 mph: 6.0 sec
100 mph: 15.3 sec
1/4 mile: 14.7 @ 98 mph
Braking, 70­–0 mph: 163 ft
Roadholding, 300-ft-dia skidpad: 0.87 g
C/D observed fuel economy: 16 mpg

Second Place: Porsche 911 Carrera

My, how things have changed. In bygone times Porsche’s 911 would be the hot rod in almost any comparison with similarly priced rivals. In this group, only the aluminum-bodied XK has fewer steeds in harness. But power isn’t the measure of overall vehicle excellence. Sometimes balance plays an equally important part.

Highs: Sporty character, intimate driving position, fast top operation.

The 911 Carrera we drove in this comparison disappointed at first, mainly because of the way its five-speed Tiptronic transmission seemed to soften and sap the car’s power delivery, particularly when making second-gear starts, as it often does. With an exhaust note considerably milder than what we recall from 911 cabriolets of the past, the overall impression was of a cream-puff convertible aimed at affluent metronauts.

At the drag strip, the 911’s 325-hp flat-six produced results that put it slap in the middle of this group, with zero-to-60-mph and quarter-mile times that were exactly average. But with the lane-change test came an attitude change. Even with the car’s stability-management system switched off, the 911 negotiated the course with remarkable composure.

It seems the 997-series cars have made meaningful improvements to chassis performance. The 996-series 911 Turbo S cabrio we tested just a year ago in August was downright scary in the lane-change test, even with an all-wheel-drive system. This newfound balance in the latest car translated to big fun in the mountains, too, where the famous 911 car-to-driver relationship reemerged in full color. By using the steering-wheel-mounted manumatic control buttons, we could eliminate some of the automatic’s “gooey” reactions (as described by one tester) and highlight the car’s dynamic responses.

“Definitely the sports car in the bunch,” noted one of our test drivers, who then added, “Excellent driving position with a commanding view of the road ahead.” Nonetheless, this did not blind us to some evidence of steering-column shimmy and cowl shake when the roads got bumpy, or to the fact that the tautly suspended 911 hops and bounds when traversing rough ground at high speed and produces rubbing noises from the left front wheel in hard right turns. Still, as they say, there can be no speed without control.

Lows: Sluggish transmission, bouncy handling, just-adequate power.

The best thing about the 911 cabrio is its organic nature, its ability to commune with its driver. It doesn’t hurt that the rear-engine format is highly unusual among orthodox designs, setting the car apart from the norm. Or that all mechanical noises come from back there somewhere and are at close range when the top is down.

Since driving open-top cars at very high speed isn’t all that enjoyable or confidence-inspiring, charm is a big part of the segment’s allure. This the Porsche has, and it steadily seduced our team into writing warmer and warmer logbook comments and ultimately onto ballots that lofted it into second place.

Some of our motor noters expressed appreciation for aspects done simply but well. The top, for example, operates faster than all the elaborate devices on the other cars. Although it has a motorized panel at the rear of the roof to secure its trailing edge, that panel doesn’t form a boot in the way it’s done on the other cars. The roof itself forms a tidily contoured part of the boot when the top’s down. This arrangement retains the legendary 911 mini–back seats despite a beefy aluminum bulkhead added to house the dual pop-up roll-protection hoops.

The Verdict: Not a hard-core 911, but nice.

Add great seats, an intelligent ride-and-handling compromise, and a high equipment level without unnecessary complication of the car’s interior, and it’s easy to see why Porsche just reported the best-ever 911 monthly sales figure in its U.S. history.

2006 Porsche 911 Carrera
300-hp flat-6, 5-speed automatic, 3460 lb
Base/as-tested price: $82,195/$95,615
C/D TEST RESULTS
60 mph: 5.2 sec
100 mph: 12.5 sec
1/4 mile: 13.8 @ 105 mph
Braking, 70­–0 mph: 150 ft
Roadholding, 300-ft-dia skidpad: 0.92 g
C/D observed fuel economy: 16 mpg

First Place: Mercedes-Benz SL550

The ’07 Mercedes-Benz SL is powered by the new-generation four-cam 32-valve V-8 also seen in the redesigned S-class cars. In the SL550 it produces 382 horsepower—fully 80 horses up on the previous model. The new engine also allows installation of a seven-speed automatic transmission with manumatic override that is capable of gearshifts 30 percent quicker than before.

Highs: Big torquey engine, brilliant transmission, solid build, lucid steering feel.

The steering was retuned with faster response and revalved assistance for better feel, and the active-body-control (ABC) system was recalibrated to be 60 percent stiffer in roll in the sport driving mode. These are upgrades you can feel at every tactile interface with this car, and they provide better feedback to the driver without hurting the SL’s exceptional refinement. The excellent retractable hardtop required no revisions.

But just as with the Porsche 911, the hearts of our unemotional drivers had to be won over during the course of the test. Initial comments slated the SL for numb steering, hard-to-read brake-pedal feel, and a general sense of weightiness. One politically incorrect guy even had the effrontery to suggest that the SL was “like dancing with a fat lady. She can do it, but you won’t win any prizes.”

At 4180 pounds, the SL is the second-heaviest car in the group (beaten only by the porky BMW 650i), and its lane-change performance conformed exactly to those rankings. Its skidpad grip, too, came in second to last, at 0.84 g. But the SL’s stability system cannot be disengaged, and that undoubtedly plays a part.

Out in the wiggly bits of asphalt laughingly referred to as the highway, none of this seemed to matter. In fact, the remarkable transformation was greeted with these words: “Very entertaining for a car so aloof in the city. Really comes alive.

Indeed, it does. The SL bit into curves with steering feedback that made most of the other cars feel like video games. We hardly bothered with the manumatic buttons, because the adaptive facility in the full-automatic mode is so intelligent—psychic, even—that it seemed to sense our every need. If you’ve been tramping along, the tranny will hold gears for high-rev shifts, even at less than full throttle, and it’ll let you back off for a corner entry without an upshift so you can nail it hard at the exit.

Lows: The sticker (as usual).

Even the brake-by-wire system felt lively during sporty driving, with plenty of bite and easily read modulation. And best of all, that 5.5-liter V-8 feels as if it were tweaked by the AMG magicians, capable of strong low-rev thrust along with a hearty rush to the redline. And did we mention that the sound effects are music to the ears?

For a comparatively large and heavy car, the SL seems to shrink at a quick pace in challenging terrain. Its cockpit is comfortable and roomy, even as the windshield, dashboard, and controls are all at an intimate proximity. The seats are excellent, with firm cushioning and supportive contours, and the active-body-control system is so effective you feel g-forces as pure lateral thrust.

This Mercedes is deceptively quick, so fast it led us down Route 58 through California’s Kern County at such a brisk pace that the car got air over a whoop we’d never negotiated so fast before. It wasn’t that high, and the car greased the landing like an airline professional, but the onboard safety sentinels saw suspensions at full droop and popped the roll-protection hoop. That was the extent of the drama.

The Verdict: Convincingly superior in so many ways.

When you add those vigilant (but not intrusive) safety systems to everyday refinement, a transcendent high-performance personality, comprehensive equipment levels, and unimpeachable solidity, you have a class-leading combination. Among high-end convertibles, this one commands the highest currency.

2006 Mercedes-Bens SL550
325-hp flat-6, 5-speed automatic, 3460 lb
Base/as-tested price: $82,195/$95,615
C/D TEST RESULTS
60 mph: 5.2 sec
100 mph: 12.5 sec
1/4 mile: 13.8 @ 105 mph
Braking, 70­–0 mph: 150 ft
Roadholding, 300-ft-dia skidpad: 0.92 g
C/D observed fuel economy: 16 mpg

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  1. Wall terrarium diy
  2. Flipkart earrings
  3. Craving audiobook

From the June 2007 issue of Car and Driver.

Forty-something? What's up with that? Bucks, for one. These sun-optional rides roll in luxury territory, most with prices well above $40,000-something, in fact. And in that price class, it's a good bet they attract 40-something buyers

All five cars are rated for four passengers, as distinct from the two-plus-two designation (claustrophobes need not apply). Just what level of comfort those rear seats might actually provide—all day? tolerable for a quick cantina run? Torture by the end of the driveway?—is something we set out to quantify.

One other something, of a linguistic nature. Ragtop, a uniquely American term that emerged in the early '50s—probably from the world of hot rods, and predating Henry Gregor Felsen's 1954 novel—is on its way to becoming anachronistic. Since the launch of Mazda's folding-hardtop MX-5 Miata, which proved these devices needn't diminish trunk space or cost a fortune, cloth tops are going the way of the Klaxon and carburetor.

Thus, unlike our last luxo four-seat-convertible comparo ["Four Showstoppers," December 1998], we can no longer call 'em ritzy ragtops. That roundup was almost 10 years ago, and there certainly have been changes since. For one, three of the five players this time around have folding tops fabricated from solid materials. For another, all the cars have gone through at least one major makeover since '98, BMW's 3-series the most recent of them.

The makeup of this all-European field is similar to the '98 group, but far from identical. Three of the brands here—BMW, Saab, Volvo—were entered in the '98 contest, but Audi missed out, and VW is a 40-something-convertible newcomer. Mercedes, meanwhile, has left the building. A CLK-class Benz finished second 10 years ago, but since then its pricing—$54,975 base—has vaulted above our test group's $50,000 ceiling.

Beyond that, the news is predictable: Sporty luxo converts are, at least on paper, more capable than those of a decade ago. Stiffer chassis. More power. More features.

And what were our expectations? In terms of thrust, pretty modest. To stay within our pricing boundaries, we wound up with so-so power—the VW was the only car that arrived with an optional engine. And with seats for four, only the innocent would call them sports cars. In fact, a friend who indulges himself in rides such as the BMW M3 and Audi S4 convertibles reviewed this lineup and dismissed them all as "chick cars."

Be that as it may, these are Euro droptops, which means we expect communicative steering, limited body roll, brisk transient responses, and minimal chassis flex. Who would you expect to post top marks in these scoring categories? Hint: In our '98 comparo, a BMW prevailed even though it was an eight-year-old design (E36). In this quintet, the BMW is the newest, the only rear-drive car in the group, and one of only two with a manual transmission.

Still, it's never over till it's over, and in any case, a review of this classy convertible class is overdue. Since late February in Michigan doesn't lend itself to topless frolic, we headed for the sunnier climate of Southern California. Here's how the test shook out.

Fifth Place: Volvo C70 T5


The last Volvo convertible had more jiggles than Daisy Duke at a cheerleading tryout, so we expected improvement. And that's what we got. Based on Volvo's S40, the new C70 has stiffer sinews, and its living spaces are sheltered by a slick new folding hardtop. Good-looking, too, with its aggressive snoot and shrink-wrapped sheetmetal. Yah, shoor, Sven, real pretty, and looks real sporty.

But as we all know, looks are sometimes deceiving, and this is one of those times. When we put the C70 in motion, cosmetic infatuation made an abrupt descent into dynamic reality, like a guy dreaming he's on the front row of the grid, only to wake up at the back of the pack and losing oil pressure.

HIGHS: Impressive grip, smooth ride, real room for four, best-looking Volvo ever.
LOWS:
Spooky steering, rubbery chassis, do-you-really-wanna-do-this handling.

As noted, the new unibody has a higher rigidity index than the previous C70—but not high enough. The logbook was filled with remarks about steering-column shivers and chassis quivers. Like all convertibles, particularly those with folding hardtops, chassis flex is magnified by mass. The C70 was by no means the pudgiest, but mass plus elasticity dilute handling, and in this sense the C70 suffered more than most.

Yeah, yeah, the Volvo put up the second-best lane-change run, beating the BMW in the process, and it tied the Bimmer for the second-best skidpad performance, a tribute to its fat Pirelli P Zero Rosso rubber. But on real-world mountain roads, the C70 had a tendency to wallow and pogo, a function of spring and damper rates selected for boulevard ride quality. But in lumpy going, the blend of limited travel and soft tuning added up to thumps and bumps that were magnified by chassis shudders. Power rack-and-pinion steering that was both quick (2.7 turns lock-to-lock) and as numb as a missing finger didn't help, either.

Despite the presumed advantage of its standard six-speed manual gearbox and midpack power-to-weight ratio, the Volvo's 218-hp, 2.5-liter turbo five delivered the slowest zero-to-60-mph and quarter-mile times in the group.

But if the C70's dynamics were disappointing, its livability index was pretty good. It was quiet in most operating modes, including speeds over 70 mph (more on that when we get to the VW Eos). And it was the only car of these four-seaters that could actually accommodate four persons in comfort. Add the lowest as-tested price, plus seductive good looks, and the C70 is an attractive proposition, provided haste is not a priority.

THE VERDICT: Pretty to look at, not that much fun at a dance.

2007 Volvo C70 T5
218-hp turbo inline-5, 6-speed manual, 3800 lb
Base/as-tested price: $39,785/$40,400
Trunk volume, top up/down: 13/6 cu ft
C/D TEST RESULTS
60 mph: 7.3 sec
100 mph: 18.9 sec
1/4 mile: 15.7 @ 92 mph
Braking, 70­–0 mph: 172 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
Roof time, down/up: 27/26 sec
C/D observed fuel economy: 21 mpg

Fourth Place: Volkswagen Eos 3.2


In our first road-test date with the Goddess of Dawn ["The Goddess Goes Topless," C/D, January], our response was cautiously positive. But when we pitted the Eos against a quartet of its contemporaries, we found our collective assessment drifting down toward, "So what makes you think you're a goddess?" It can't be her figure, which suffers from odd proportions.

But the Eos has its strong suits, one of which is price. Playing in a 40-something field meant this VW, with a base price of $28,750, could hit the line loaded with stuff, including its most potent engine option—a 250-hp, 3.2-liter V-6—which also happened to be the most potent engine in these games.

HIGHS: Lots o' punch, great exhaust music, DSG, solid chassis, handsome interior.
LOWS:
Squishy suspension, squishy brakes, high-speed wind roar, odd proportions.

Mated to VW's Direct Shift Gearbox automated manual, this robust power source hurried the goddess to 60 mph in 6.5 seconds, best in test, and the quarter-mile in 15.1 at 94 mph, also tops. Sounded sweet doing it, too; mark it up as best exhaust note.

There were also non-dynamic assets. The VW has a big sunroof integrated into its folding hardtop, nice for days when conditions mitigate against toplessness. The interior décor—a fetching blend of black and cream with wood trim—was very uptown, and the steering wheel is cleverly shaped to put the driver's hands exactly where God and Bob Bondurant say they should be.

Then there's the top. All these self-folders are engineering marvels, but the Eos is arguably the most entertaining in action—sort of like seeing time-lapse movies of bridge construction. Never mind that it's the slowest down and up.

But that top is also the source of a big demerit: wind noise. Okay, the Eos posted the lowest decibel readings at a steady 70 mph. But this changed dramatically when speeds crept above 70, and the logbook was lacerated with comments such as "deafening."

The VW's structure measured up well versus its rivals, but the mission concept apparently didn't envision the kind of athletic responses we value in cars such as the GTI and Jetta GLI. Flabby suspension tuning made the Eos a reluctant player in the high-country portions of our convertigames, a shortcoming aggravated by brake feel that was closely akin to stepping in a peat bog.

Conclusion: Like the C70, the Eos is happiest as a café cruiser. This goddess is not programmed for frolic.

THE VERDICT: One man's goddess is another man's Phyllis Diller.

2007 Volkswagen Eos 3.2
250-hp V-6, 6-speed automated manual, 3740 lb
Base/as-tested price: $37,480/$40,930
Trunk volume, top up/down: 11/7 cu ft
C/D TEST RESULTS
60 mph: 6.5 sec
100 mph: 17.0 sec
1/4 mile: 15.1 @ 94 mph
Braking, 70­–0 mph: 176 ft
Roadholding, 300-ft-dia skidpad: 0.82 g
Roof time, down/up: 28/30 sec
C/D observed fuel economy: 20 mpg

Third Place: Saab 9-3 2.0T


The 9-3's most recent ground-up makeover was in 2004, when its rubbery old bones were swapped for GM's Epsilon architecture, the same hardware supporting the Saturn Aura.

These foundations rank midway on the great scale of structural rigidity—in cars that leave the assembly line with conventional tops covering the passengers. But in this rare convertible application, rigidity suffers. Bumpy going provoked more shudders in the 9-3's bones than most of the other cars', leading us to wonder how well it would resist squeaks and rattles over time.

HIGHS: Unerring predictability, supple suspension, supportive seats, willing to play.
LOWS: Quivery structure, wind noise, so-so braking, high cowl, space-challenged rear seat.

There were updates for the 2007 model year, in particular an interior makeover that included increased size for the major instrument cluster, upgraded audio, a body-color trim panel surrounding the entire passenger compartment, and seats that drew positive logbook comments from all hands for their support and general comfort.

We would have been even more impressed with the interior revisions if the cowl height had been reduced—there were complaints of neck craning—and the rear seats tied with the BMW's for the least habitable of the group.

The 9-3 entered the games looking like an also-ran. We specified a 250-hp, 2.8-liter V-6. But Saab couldn't locate a car answering that spec, so our tester arrived with a 210-hp turbo four and a five-speed auto. The manumatic function was prompt and obedient, but it didn't feel like it enhanced acceleration.

Saab's chassis elves have done a good job with the convertible's suspension. Spring and damper selection is on the soft side, to mitigate the forces going into the relatively flexible chassis, a combination that yields very good ride quality and, predictably, plenty of rock and roll in spirited maneuvers. In our mountain road, uh, research, abundant body roll was complicated by modest grip (0.79 g) and indifferent braking (182 feet from 70 mph) that got worse as heat built up in the tires, rotors, and pads.

For all that, the Saab won friends as the mountain miles accumulated. Flog as we might, the 9-3 hung in through all sorts of abuses and kept coming back for more, like a puppy fetching an old wadded-up sock as long as you'd be willing to throw it.

The 9-3 was one of the noisier top-up rides in the group at high speeds, particularly in the gusty conditions encountered in this test, and it looks just a little dowdy compared with most of the other droptops.

But it has a certain charm that some of the others lack, a willingness to please. Just as important, Saab has been offering big incentives to help move 9-3 convertibles out the door. With a few grand on the hood, this car looks very attractive indeed.

THE VERDICT: Youthful spirit in an aging design.

2007 Saab 9-3 2.0T
210-hp turbo inline-4, 5-speed automatic, 3660 lb
Base/as-tested price: $37,515/$42,660
Trunk volume, top up/down: 12/8 cu ft
C/D TEST RESULTS
60 mph: 7.1 sec
100 mph: 19.3 sec
1/4 mile: 15.6 @ 92 mph
Braking, 70­–0 mph: 182 ft
Roadholding, 300-ft-dia skidpad: 0.79 g
Roof time, down/up: 19/21 sec
C/D observed fuel economy: 20 mpg

Second Place: Audi A4 2.0T

To a gambler assessing this field just before the start of the event, the A4 would look like a bad bet. Highest curb weight in the group (3860 pounds). Lowest horsepower. Front-wheel drive. Continuously variable transmission (which we associate with asthmatic engine sounds). Conventional convertible softtop. And predictably, tepid power-to-weight—the Audi's 2.0-liter turbo four is rated for 200 horsepower and 207 pound-feet of torque—held the A4 back in the basic test-track sprints: zero-to-60 mph in 7.1 seconds, the quarter-mile in 15.6 at 90 mph. Only the Volvo was slower.

HIGHS: Quick on its feet, best CVT going, strong brakes, elegant interior décor.
LOWS: Tepid acceleration, occasional quivers, high wind noise, stern ride quality.

But if blistering acceleration is your automotive raison d'être, this is the wrong roundup to begin with, and anyway, there's more to life than zip to 60. For one, there's transient response—the ability to change direction without excessive drama. For all its mass and hefty forward weight bias, the A4 proved to be very quick on its feet, pulling the best skidpad number—0.87 g—and the best speed in the lane change. It went on from those exercises to record the second-best stopping distance. Wow.

On public roads, the A4 drew a couple chassis-quiver comments in lumpy stretches, and low-profile tires with high inflation rates (46 psi!) made ride quality a little stern for some. But at the end of the test the Audi's excellent body control, outstanding steering feel, and indefatigable braking inspired confidence none but the BMW could top. Similarly, although the 2.0-liter turbo labored to keep pace, Audi's CVT made the most of its output, and its paddle-shift seven-speed presets made it a pleasure to use. This is the best CVT in the business.

The other element that made the Audi popular was an interior voted most elegant and comfortable in this collection (with an asterisk, though, for the cramped rear seat). And dropping the cloth top produced the least sacrifice in trunk space—just one cubic foot, giving the Audi the roomiest top-down trunk of nine cubic feet.

The Audi's as-tested price—$48,245—was second highest, trailing only the BMW's. Some may feel there should be a little more go power for that kind of money. But if absolute haste isn't an issue, the A4 looks like the best of the four front-drive droptops here.

THE VERDICT: A surprising first among the front-drivers.

2007 Audi A4 2.0T
210-hp turbo inline-4, CVT, 3860 lb
Base/as-tested price: $39,820/$48,245
Trunk volume, top up/down: 10/9 cu ft
C/D TEST RESULTS
60 mph: 7.1 sec
100 mph: 20.2 sec
1/4 mile: 15.6 @ 90 mph
Braking, 70­–0 mph: 163 ft
Roadholding, 300-ft-dia skidpad: 0.87 g
Roof time, down/up: 21/24 sec
C/D observed fuel economy: 19 mpg

First Place: BMW 328i


Not surprisingly, BMW's first hardtop convertible cruised easily to victory over its front-drive rivals, hard- and softtop alike. This rear-driver didn't post top numbers in all the instrumented test categories, but it was a clear favorite in the popular vote. The more sinuous the road, the more the BMW took charge—as expected. If its 3.0-liter inline-six couldn't quite match the VW's sprints, it was smooth, sweet, and willing, and the crisp action of its six-speed manual transmission made the shift throws of the Volvo's gearbox seem a bit vague.

The BMW's precise steering was another dynamic trait that met our expectations--"lubricated and communicative," observed one tester—and if the brake feel wasn't quite as positive as some might have wished, performance was outstanding: best stops from 70 mph (155 feet) and fade free.

HIGHS: Expected BMW virtues: precise steering, crisp shifting, feline agility, sports-car seats.
LOWS: Unexpected mass, gloomy interior, stiff pricing.

BMW says this droptop, the fourth generation of 3-series convertibles, is 50 percent stiffer than its predecessor, suggesting the previous version employed willow branches as structural elements. Wholesale gains make us skeptical, and we were intrigued to note that the BMW picked up its inside front wheel during the extreme transients of the lane change.

There was also a logbook notation reporting a hint of chassis tremor following a particularly nasty stretch of pavement. But that remark had the flavor of an entomologist encountering a beetle species previously thought extinct, and there were no repeat citings. The BMW delivered precisely what we've been conditioned to expect of the 3-series: the grace of a ballerina and the reflexes of a duelist, albeit tempered to some degree by mass.

Which brings us to the BMW's non-ragtop. Convertibles are hefty; hardtop convertibles even more so. The BMW's steel three-piece roof is no exception. The 335i coupe tested last November weighed 3557 pounds, this 328i, 3820. Only the Audi was heavier. We also found that the folding hardtops had a significant effect on weight distribution. In the BMW, the bias was 46.1/53.9 top up, 44.5/55.5 top down.

With longitudinal trim strips running down the edges, punctuated by a pair of hinge gaps, the BMW top wasn't pretty. But it did a good job of noise isolation, and it could be operated with the key fob, part of the $500 Comfort Access option.

The BMW's rear seats were distinctly snug, and headroom suffered with the top up. The dark interior left testers cold, as did the Bimmer's tops-in-test pricing. But the 328i prevailed on a parley of traditional BMW virtues: classic good looks, superior dynamics, autobahn ride quality, and an exceptional sense of partnership with its driver. "Feels like a proper BMW," wrote one tester, "which is the whole idea. Bravo!"

THE VERDICT: In the 40-something class, it's in a class by itself.

2008 BMW 328i convertible
230-hp inline-6, 6-speed manual, 3820 lb
Base/as-tested price: $43,975/$49,575
Trunk volume, top up/down: 12/7 cu ft
C/D TEST RESULTS
60 mph: 6.6 sec
100 mph: 17.5 sec
1/4 mile: 15.2 @ 94 mph
Braking, 70­–0 mph: 155 ft
Roadholding, 300-ft-dia skidpad: 0.86 g
Roof time, down/up: 22/23 sec
C/D observed fuel economy: 19 mpg

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What you need to know before buying a convertible - Top10s

by Alina Moore, on

Metal-roofed convertibles are sturdier, safer, and offer better handling and a dramatically quieter ride than any ragtop. They are sexy, unsafe, pricey, cramped, and eminently unsuitable for families.

As a result, many prospective car buyers just glance at them longingly in the showroom before driving off in a minivan or crossover. But safety is increasingly less of a factor. That’s because these days auto makers offer convertibles with the sensuality of a ragtop and the solidity of a hardtop. Best of all, the roofs can be raised and lowered with the touch of a button.

The newest hardtops are also technological wonders. Their tops dance mechanically, folding back onto themselves, drawing stares from passersby, and helping to establish an auto brand’s high-tech bona fides. Even the most affordable new models put a premium on sporty performance, which only boosts sex appeal.

Speaking of premium, all this extra gadgetry doesn’t come cheap. For example, the Mercedes-Benz CLK350 coupe starts at $46,200 and the cabriolet version rings up at $54,200. Fortunately, not all hardtops are so expensive. At the lower end, the Miata Mx-5’s MSRP is just under $25,000.

Top 10 Hardtop Convertibles for 2007

  • Mazda MX-5: $24,945
  • Volkswagen EOS: $27,990
  • Pontiac G6 Convertible: $29,330
  • Volvo C70: $39,090
  • BMW 328i Convertible: $43,975
  • Mercedes-Benz SLK280: $44,125
  • Lexus SC 430: $65,455
  • Cadillac XLR: $78,920
  • Mercedes-Benz SL550: $95,575
  • Chrysler Sebring Convertible: Not yet available

Source: Businessweek

Alina Moore

Alina Joined the Topspeed.com team in the early 2000s as one of the outlets very first experts, and she’s been with Topspeed.com ever since. Over the years, she’s served various roles, but today she’s is relied on heavily to verify automotive facts, assist with formatting, and discover new and engaging topics.  Read full bio

About the author
Sours: https://www.topspeed.com/cars/car-news/top-10-hardtop-convertibles-for-2007-ar29059.html

Convertibles 2007

But her tortured holes spoke for themselves. I made her a hot bath, prepared mulled wine, and my wife, steamed and puffed up by alcohol and gentle caresses, at first in. Small portions and embarrassed, and gradually more and more frankly told me about her "trip". Probably, I could have finished with this, the story, but today Oksana suddenly came to my work and said that she would like to say goodbye and thank me for a great vacation.

I could not (and did not want to) refuse her when he offered me a pleasant extension of my lunch break.

2006 Toyota Solara SLE Convertible review w/MaryAnn For Saly By: AutoHaus of Naples

Over forty. Brown-eyed. The lips are plump. Soaked through. Polka-dot dress.

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It turned out that she likes rough sex. And all of her ex-partners acted with her as if she was a princess. She promised not to tell mom anything.



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