2020 MERCEDES-AMG GT C ROADSTER COMBINES PERFORMANCE, ELEGANCE 

While it is an outstanding vehicle that takes performance to the extreme, the 2020 Mercedes-AMG GT C Roadster is not for everyone, and not just because of its six-figure price tag.

This is a vehicle that requires you to give your full attention to matters behind the wheel, which is not all bad but sometimes you just want to relax and cruise along without worrying about running over some unsuspecting ecobox in your path, not to mention an occasional cyclist.

The AMG GT C is not for the timid. You don’t go about putting 550 horsepower and 502 pound-feet of torque at your fingertips without at least a tiny bit of trepidation.

And yet at the same time the luxurious cabin is a powerful attraction. Mercedes designers have filled the interior with rich leather and soft touch spots and a whole swatch of technological features to enhance your overall driving/riding experience.

Think Dodge Viper outfitted in formal attire.

Included in the base MSRP of $162,400 for the GT C Roadster are niceties like dual zone climate control, a 12.3 inch digital instrument cluster, COMAND navigation on wide HD display map, power heated AMG performance seats with lumbar support and memory, an AMG performance steering wheel, a power soft top that raises and lowers in 11 seconds and at speeds up to 31 mph, and Mercedes Airscarf system to channel warm air to the back of your neck when driving in cooler conditions with the top down.

Safety features include the usual assortment of airbags and seat belts plus active braking assist, lane-keeping and blind-spot assist, rearview and frontview cameras, and Mercedes’ Pre-Safe system that activates various safety precautions when sensors detect a collision coming.

Other standard features include LED headlamps and taillights, stop/start fuel-saving system (which can be deactivated by pushing a button), AMG adaptive sport suspension, AMG performance exhaust (oh, what a seat song it sings), and rear-wheel steering.

Engineers thought of darn near everything.

Under the hood of the 2020 Mercedes-AMG GT C Roadster is a 4.0-liter biturbo V8 engine that is mated to an AMG 7-speed double-clutch transmission that can be upgraded to not only to Sport or Sport-Plus modes but Race mode as well. That combination zips you from zero to 60 mph in just 3.6 seconds.

About the only thing you don’t get from the drivetrain is fuel economy. The EPA figures of 15 miles-per-gallon city, 20 highway, and 17 combined earns the 2020 AMG GT C a $1,000 Gas Guzzler’s Tax. According to DOT ratings you’ll spend about $6,750 more in fuel costs over a 5-year period than the average new vehicle.

That tax and extras like a Burmeister Premium Sound system, an Active Distance Assistance Distronic that automatically keeps you at a set distance from a vehicle in front of you, a couple of other stand-alone options, and a $995 destination and delivery charge ran the total of my test vehicle to $174, 665.

As I said, not a vehicle for everybody.

What I liked about the 2020 Mercedes-AMG GT C Roadster: They had me at “convertible.” The interior is lush with high quality materials as expected from the brand. The performance, of course, is breathtaking and everything you could ask for.

What I didn’t like about the 2020 Mercedes-AMG GT C Roadster: Somehow, the Germans keep coming up with ideas to make operation of their plentiful technology even more complicated. Maybe I’m in the minority but I don’t think a touchpad on the console is the way to go for automotive vehicles. You can easily trigger a change if your hand drifts when reaching for the cupholder. The ride can be very noisy even with the top up, but it’s not from the wind. The engine roar tends to drown out normal conversations on the highway.

Would I buy the 2020 Mercedes-AMG GT C Roadster? Certainly not for everyday use, that’s for sure. This is an automotive extravagance that is far beyond even my usual automotive dreams. But if you have a high six-figure budget for a weekend performance car, this certainly is one that should be on your list.

BMW ADDS DROPTOP TO 8-SERIES LINEUP WITH 2019 M850i xDRIVE CONVERTIBLE

“Bigger is better” is pretty much engrained in our DNA as Americans, but apparently it isn’t necessarily so for our European cousins, particularly those of Teutonic stock.

Evidence for this comes courtesy of BMW.

The German automaker of fine luxury vehicles launches its first 8-Series droptop with the 2019 M850i xDrive Convertible essentially taking over from the 6-Series convertibles, which have been discontinued for 2019.

You might think that with the “8” leading off the alphanumeric designation that the M850i would the largest car (convertible, coupe, sedan) in BMW’s fleet of luxury vehicles, but you would be wrong.

At 191.2 inches long, the 850i xDrive convertible is over two feet shorter than the 7-Series sedan and nearly two inches shorter than the outgoing 6-Series convertible. It is about a half-foot shorter than the remaining 6-Series Coupe and Grand Turismo hatchback.

But when it comes to luxury and driving experience, the M850i xDrive Convertible does’t sell anybody short.

The styling is bolder starting with the slightly larger, familiar kidney-shaped grille and imposing air intakes up front and continuing to the sculpted LED taillight clusters in the rear.

The interior is resplendent in Merino leather seats with the front seats power adjustable 20 ways with 4-way adjustable lumbar support. “M” touches such as the leather M steering wheel, M pedals, and M driver’s footrest add to the cabin’s sporty feel.

You’ll even find plenty of room in the center console’s storage compartment, and BMW even thoughtfully installed two cupholders under the center stack that can be closed off for a cleaner look for the dash.

The gear selector has the appearance of fine-grade crystal, though why designers thought it necessary to place the button for “park” down on the gear lever itself is a mystery to me. Why not leave it in the regular gear sequence? Drive, Neutral, Reverse, Park seems to work just fine.

Operation of the top is accomplished by tugging on a small lever on the console. The fabric roof raises and lowers in 15 seconds and at speeds up to 30 mph, handy if a sudden shower hits (not uncommon in my South Florida environs). When closed, the cabin remains very quiet.

Technological and other functions can be operated by an iDrive controller, voice commands, or gesture control, and the large touchscreen at the top of the center stack does provide vital information at a quick glance.

A Harmon Kardon Surround Sound System is standard, and a 12-speaker Bowers & Wilkins Diamond Surround Sound System with an output of 1,375 watts is optional.

All that is nice, but it is what is under the hood that really sets the M850i apart from its 6-Series predecessors. An updated, twin-power turbocharged 4.4-liter V8 engine is rated at 523 horsepower at 5500-6000 rpm and a whopping 553 pound-feet of torque in 1800 to 4600 rpm.

Mated to an 8-speed automatic transmission (yes, of course there are paddle shifters for manual gear selection), it moves the M850i’s 4,736 pounds from zero to 60 mph in 3.8 seconds, according to BMW clockers.

You can select driving modes that include Comfort, Sport, Sport-Plus, and Eco Pro or set the mode to suit to your own individual tastes. (One of these days I’ve got to see what Eco is all about.)

As you might suspect, fuel mileage is not a strongpoint for the M850i. EPA figures are 17 miles-per-gallon city, 26 highway, with a combined 20 mpg of recommended premium fuel.

Speaking of premium, the M850i xDrive Convertible also comes with a premium price with a starting MSRP of $122,395 including the $995 destination and delivery charge.

But to be fair here, several niceties come with no extra charge, including soft-close automatic doors, remote engine start, M Sport brakes, Integral Active Steering (rear wheels can turn up to 3 degrees, which at lower speeds can reduce the turning circle and also help stabilize the vehicle), heated and ventilated front seats, wireless charging, Wi-Fi hotspot, and a power operated rear deck lid.

The most expensive option on my test car was a $1,700 Drivers Assistance Pro Package which features BMW’s Extended Traffic Jam Assistant that monitors surrounding situations to warn of potential hazards.

That package and a few extras that included a neck warmer (for driving with the top down in cooler weather) ran the final total to $123,395. 

What I liked about the 2019 BMW M850i xDrive Convertible: The interior is impeccable, as one might expect (demand?) of a vehicle running into six figures. The ride is comfortable and smooth without being “floaty.” The ability to raise and lower the soft top while at speeds of up to 30 mph is a real plus. The trunk is small, but the backseats may be folded individually for more cargo capacity. Oh. And you can turn off the “stop/start” system by pushing a button on the console.

What I didn’t like about the 2019 BMW M850i xDrive Convertible: The abundant technological features can be fussy to operate as well as being a destraction from the driver’s attention, which is kind of ironic for a company that calls its products the “ultimate driving machine.” The backseat is tight, though not as cramped as some other four-passenger convertibles on the market today. You get back there by gently pulling on straps on the back of the front seats and the seats are automatically move forward.

Would I buy the 2019 BMW M850i xDrive Convertible? We’re assuming I have won the lottery here, so yes, I would put this magnificent vehicle in my collection if that were the case. That said, you can get a lot of luxury and technology from some competing vehicles and still stay well under the $100,000 mark.

C8 CORVETTE IS SOON TO ARRIVE, BUT DON’T OVERLOOK 2019 GRAND SPORT DROPTOP  

The next generation Chevy Corvette is on its way this summer with the reveal of C8 Corvette due for July 20, 2019. It will represent the company’s first take as a mid-engine roadster, though other details on the special website (https://www.chevrolet.com/upcoming-vehicles/next-generation-corvette) are somewhat on the skimpy side.

If you’re one who just has to have the latest thing — and if the lines that form outside of Apple stores when a new iPhone is introduced is evidence there must be many of you — then no doubt you will want to wait to see what all the fuss is about before rushing off to a Chevy showroom.

But there is much to be said for what the outgoing Corvette model has to offer in the way of performance and looks, and with the likely onrush for the newest, some bargains on 2019 Corvettes may be in the offing.

Can’t guarantee that because I don’t own a dealership, but it’s worth checking out.

The Corvette has been around since 1953, and the magazine U.S. News & World Report still rates it No. 1 in two classes in its analyses of reviews and data from various sources., ranking it ahead of a field of German and Japanese imports in both Sports Car and Luxury Convertible categories.

The high-performance ZR1 trim, which carries a six-figure price tag, was reintroduced for the 2019 lineup, but the Grand Sport convertible checks in with a base MSRP of $70,400. Well-equipped (more about that later) the tab goes up to the mid-$80,000 range for the Grand Sport. The Stingray droptop carries a base MSRP in the mid-$50,000 neighborhood.

Being a sports car, the Corvette is all about power, and the Grand Sport gets 460 horsepower and 465 pound-feet of torque from its 6.2-liter V8 engine. Zero-to-60 times have been recorded at well under 5 seconds for that power plant, which may not matched the 2.7 seconds for the ZR1 and its supercharged V8, but consider time for the first Corvette in 1953 was 11 seconds (according to the website zeroto60times.com)!

We must be in a bigger hurry than than the Greatest Generation.

A 7-speed manual transmission is standard, and an optional 8-speed automatic with five different modes — eco, tour, sport, track, and weather and paddle shifters — is a $1,195 option. In sport mode, it sings a throaty tune through the quad exhaust tips

With the manual, the Grand Sport drinks premium fuel at the rate of 16 miles-per-gallon city, 25 highway. With the automatic, it’s 15/25. You can get by on lower octane, but you bought a premium car, so why skimp on its diet? (Z06 and ZR1 models definitely need the higher octane.

Handling is excellent, as might be expected. The 2019 Corvette Grand Sport seems smaller than its predecessor, which adds to the feeling of agility, but actually it’s about the same size of the previous generation with only small differences in length and width and identical numbers for the wheelbases.

Inside, Chevy has done an excellent job in improving the quality of materials to make the cabin worthy of “luxury” status. As a two-seater, it can be tricky to get into, but once you get the knack (bend low, sweet chariot) it’s not a serious issue. Of course, it’s very easy to get in and out with the top lowered, and you can do that with by pressing the appropriate button on the key fob before you get in.

The optional 3LT package ($9,745) adds such niceties such as Napa leather inserts, custom leather-wrapped panel, doors and console, heated and ventilated seats with power lumbar support, premium audio, head-up display and performance data and video recorder with navigation to an already lengthy list of standard features that include leather bucket seats.

Even with the cloth top in place, the cabin is big enough so as not to induce a feeling of claustrophobia. There is 43 inches of legroom and 37.9 of headroom, and the wealth of techno features like a 4G-LET wife hotspot, Apple CarPlay and Android Auto, and the premium Bose sound system.

About the only issue is the surrounding view. It is very restricted with the top up.

Chevy took a big step up with the C7 Corvette. It’s certainly a more civilized vehicle than the earlier Corvette models I was privileged to drive. It’s hard to imagine that the soon-to-arrive next generation will take that big a step forward

What I liked about the 2019 Chevrolet Corvette Grand Sport Convertible: The interior has been upgraded over the years, and it’s a very comfortable vehicle to drive. Unquestionable power, superior handling, and an agility that makes for a fun driving experience. Seats are comfortable and supportive.

What I didn’t like about the 2019 Chevrolet Corvette Grand Sport Convertible: The trunk is awfully small, especially when the top is lowered. But with it up, I was able to fit in a beach umbrella and 2 beach chairs without an issue. With the top up, the surrounding view is somewhat restricted, and it helps to have a riding partner if you are making a left turn and at an angle to crossing traffic.

Would I buy the 2019 Chevrolet Corvette Grand Sport Convertible? Of course. When you’re buying a Corvette, you are getting not just a car but a piece of history.

FORD MUSTANG MAY BE GROWING OLDER, BUT STILL EXUDES A FUN-LOVING ATTITUDE

Ford's Mustang will soon reach “senior status” as its 55th birthday fast approaches, but it still is very much the same young-at-heart vehicle as when it was unveiled at the New York World’s Fair on April 17, 1964.

Especially in convertible form, the 2019 Ford Mustang exudes the same “life is short, have fun” image evoked by those early Mustangs, which fans dubbed 1964 1/2 models because of the timing of the launch. (For the record, Ford, which took orders for 22,000 Mustangs that first day, had advertised it as a 1965.)

That’s no doubt an important part as to the Mustang’s ability to survive for over five decades without a break in production, but not, I think, the only key.

So to is its versatility.

If you want to experience the full effect of what the Mustang offers in the way of a traditional America Muscle Car, you should go for the Mustang GT with a 5.0-liter V8 under the hood pumping out 460 horsepower and 420 pound-feet of torque to its rear wheels via a 6-speed manual transmission and the dual exhaust emitting all the proper sounds.

You can go full bore with the Bullitt coupe model that marks its return for 2019 or the Shelby GT350, each with a 5.2-liter V8 rated at 526 hp and 429 lb.-ft. of torque.

But if a price that starts at over $46,000 is out of your league (as it is mine), or you want something a little less thirsty than a V8 that drinks premium fuel at the rate of 15 miles-per-gallon city and 24 highway, the Mustang also is offered with a 2.3-liter 4-cylinder Ecoboost engine that boosts those figures to 20/28 while still delivering a lively driving experience.

This is not the sluggish 4-cylinder introduced in the Mustang II back in the 1970s and phased out in 1993. Far from it. It actually led to Ford’s phasing out of the V6 that once served as the base engine in the updating Ford gave the Mustang for 2018.

Using premium fuel, the Ecoboost-4 is rated at 310 horsepower at a peak 5500 rpm with maximum torque of 350 pound-feet at 3000, so it is no slouch. It has been clocked with a zero-to-60 mph time of less than a second off the V8’s 4.6 seconds.

Of course, the Mustang also is noted as much for the V8’s throaty sounds as it is looks and performance, and you can still get that with the Ecoboost by adjusting the exhaust to one of four settings — Quiet (for a late night arrival in the neighborhood), Normal, Sport, or Track.

My test Mustang convertible came with the a 10-speed automatic transmission that shifted so smoothly you’d have thought it was a CVT (thankfully, it wasn’t). You can also shift gears manually via the usual steering wheel-mounted shifters, 

Inside, Ford has given the Mustang several upgrades. It seats four, if not in luxury at least in comfort without the Spartan-like ambiance of past models. You still have to crank a latch at the top of the windshield for lowering or securing the soft top, but it’s an easy operation.

Standard equipment in the Premium version includes headlamps with LED signature lighting, LED taillights with sequential turn signal lighting, 12-inch LCD instrument cluster, dual zone electronic climate control, leather-trimmed seats and leather-wrapped steering wheel, two Smart charging USB ports, tilt-and-telescoping steering wheel, keyless access and push-button start, selectable drive modes (Sport adds to the experience), and Ford’s Sync3 infotainment system, which I found very user-friendly.

All that is covered in the starting MSRP of $37,355 (including $995 destination and delivery).

A couple of options, a package that included navigation, the automatic transmission, and a rear deck spoiler, ran the total of my test vehicle to $42,440.

What I liked about the 2019 Ford Mustang Convertible: Hey! It’s a convertible! What’s not to like? OK. The turbo-4 engine offers a bit of practicality to go with a fun driving experience. The capability of setting the exhaust notes to your personal taste (Normal, Quiet, Sport, Track) also is a nice feature.

What I didn’t like about the 2019 Ford Mustang Convertible: It’s a given that the back seat is going to be cramped since it’s a convertible, but it's also extra difficult to get back there, especially with the top up. Trunk volume is only 11.4 cubic feet, but you don’t need to make any special adjustments before lowering the cloth top.

Would I buy the 2019 Ford Mustang Convertible? Sure would. U.S. News & World Report ranks it right behind the Mazda Miata in sports cars. But with those two vehicles being so different, the Mustang essentially is No. 1 in its class.

CHEVY HONORS MUSCLE CAR TRADITION WITH 2018 CAMARO CONVERTIBLE

The glory days for Muscle Cars may go back four or five decades, but even though there are fewer of them around today, you can still learn what they were all about without having to shop the collector's car market.

Take the Chevrolet Camaro, launched in 1967 as a competitor to Ford's Mustang.

Once seemingly destined for the same scrap heap where Oldsmobiles, Pontiacs, and Plymouths now reside, the Camaro got new life when Chevy resurrected it for 2010 after ceasing production in 2002 because of lagging sales.

Let’s hope a similar fate doesn’t await the latest edition. The Camaro, especially in convertible form, deserves much better.

The Camaro, most notably with the standard 6.2-liter V8 engine that is standard in 1SS or 2SS trim, is ever bit a Muscle Car in the true tradition of the 1960s and early ’70s, only a bit more refined. It is available in coupe or convertible form, and I was fortunate to have the latter recently.

“Spartan” is what may come to mind with the interiors of Muscle Cars of the past, but that doesn’t hold true with the Camaro 2SS. If not up to full luxury standards, the upgrades made to the cabin are immediately noticeable.

Materials are of a higher quality, and such conveniences as dual zone climate control, 8-way adjustable driver’s and 6-way passenger’s seats, premium Bose sound system, Chevy MyLink with 8-inch touchscreen, Bluetooth streaming and phone, Apple CarPlay, Android Auto, and  4G LET Wi-Fi are included among standard features under the $40,000 MSRP.

Outside, the Camaro 2SS convertible gets HID headlights with LED signature lighting, LED daytime running lights, LED tail lamps, and a power convertible top that can be lowered by pushing a button on the key fob. It also can be raised or lowered at speeds of up to 30 mph, handy if caught in a surprise shower.

The base transmission to go with the V8 (455 horsepower, 455 pound-feet of torque) is a 6-speed automatic, but, alas, my vehicle for the week had the optional 8-speed automatic with paddle shifters. It tacks $1,495 on to the price. Other niceties, like a navigation system, dual mode performance exhaust, 20-inch 5-split spoke wheels, and more ran the bottom line to $52,820.

Given my druthers, I’d stick with the manual tranny, but that’s not the trend these days.

Of course, the Camaro is not without its drawbacks.

With the top up, visibility all around is somewhat restricted. Fortunately, blind spot monitoring, lane-change alert, and a rearview camera with cross-traffic monitoring are among standard items. Rear-park assist also is included.

Leg room in the front of the convertible is a roomy 43.9 inches, but the back offers less than 30 inches. It’s the same in coupe form as well.

Forget cargo space. It’s only 9.1 cubic feet for the coupe and much less than that with the convertible, especially with the top lowered. I question even the 7.1 cubic feet Chevy claims for it.

And then there is the gas mileage. The spec sheet put the figures at 17 miles-per-gallon city, 27 highway, 20 combined, which is not as bad as one might expect. You've got to sacrifice something to get that power.

The government claims that will have you paying about $3,750 more on fuel over a 5-year period over the average new vehicle, but one must consider that the Camaro Convertible is far from an average vehicle.

What I liked about the 2018 Chevy Camaro 2SS Convertible: They had me at “convertible.” But to add more, it looks, and with a 6.2-liter V8 under the hood, it also acts the part of a true Muscle Car, but with a more refined interior. Top operation is simple enough as long as you have the trunk set right, and the infotainment system is user-friendly.

What I didn’t like about the 2018 Chevy Camaro 2SS Convertible: Yes, you have to sacrifice something with the top folding into the trunk, but cargo space virtually disappears when the top is lowered. The backseat doesn’t offer much in the way of space. Maybe small children can fit back there, emphasis on the word “small.” Visibility is restricted to the rear with the top raised.

Would I buy the 2018 Chevy Camaro 2SS Convertible? Yes. I still kind of lean toward the Mustang, but the Camaro has become a worthy competitor. Glad Chevy had the good sense to bring it back after an eight-year hiatus.