GENEVA MOTOR SHOW: Five real-world production cars we loved

Why we love it: Mazda’s fourth-gen MX-5 is a perky and engaging little package, but the Abarth 124 Spider that borrows its platform holds the promise of being an even more rewarding driver’s car.

The 1.4-litre MultiAir turbo engine mightn’t enjoy a huge power advantage over the MX-5 flagship’s 2.0-litre atmo unit (126kW vs 118kW), but its handy grunt surplus (250Nm vs 200Nm) and fatter torque curve should help it launch out of hairpins with decidedly more vigour.

A 0-100km/h split of 6.8sec (7.3sec for the Mazda) and 230km/h top whack (215 klicks for the MX-5) means it’s marginally got the edge from a standing start, but even more enticing is the prospect of a rorty note from the Abarth’s Record Monza exhaust and better tied down handling thanks to a standard limited-slip diff, Bilstein dampers and stiffer anti-roll bars. Brembo stoppers should also sharpen up braking performance.

Not sure if the exterior styling is an improvement on the MX-5, but the cabin undoubtedly has more panache than the latter’s sombre interior. The red-and-black seat combo and Alcantara trim in the Geneva show car looked a treat, likewise the red-dialled tacho and Abarth steering wheel with its scorpion logo and red ring at top-dead centre.

When do we get it?: Local pricing and a launch date are yet to be confirmed, but the Abarth 124 Spider will obviously command a premium over the MX-5 owing to its higher spec levels and greater cachet.

You should buy one if… you’re an Italophile (especially if you’ve owned a yesteryear 124 Spider). But even if this isn’t the case, the Abarth’s extra mumbo, added cabin flair and sharper dynamics (theoretically) make it a car to look forward to.

Why we love it: Okay, it’s not quite production-ready, but the Civic hatchback concept revealed at Geneva is a pretty good indicator of how the showroom version will shape up. Due on sale here later this year, the new 10th-gen model will be sourced from Thailand – a far more cost-effective solution than importing it from the Swindon plant in the UK where the existing hatch is built.

Rather than being a re-bodied version of the oldie, the latest Civic is underpinned by a brand-new platform that results in a vehicle that’s 130mm longer, 30mm wider and 20mm lower – which, apart from giving the car a squatter, more aggressive stance, should liberate substantially more cabin space. Its ride/dynamics are also likely to be sharper than the lacklustre current model.

With a plethora of creases and sharp edges, plus bejewelled LED headlights, we’d stop short of calling it beautiful, but there’s no doubt the new Civic hatch is far more eyeball-smacking than a Toyota Corolla or Mazda3.

Euro-spec cars will be offered with 1.0-litre and 1.5-litre VTEC turbo engines, as well as a 1.6-litre i-DTEC diesel but, of these, only the 1.5 petrol unit is expected here. Whatever the case, we’re hoping the new Civic regains the fizz of its 1990s forefathers.

When do we get it?: The new Civic hatch is due here in the third or fourth quarter, but local pricing will only be known closer to the launch date.

You should buy one if… you find the Corolla and Mazda3 (as capable as they are) a bit ho-hum looking for your tastes

Why we love it: Yes, it does look disturbingly similar to an Infiniti QX70, but the Levante ushers in welcome diversity to the premium SUV segment. The German contenders are all capable in their own right, as are the Volvo XC90 and Range Rover/Range Rover Sport, but none of these overflow with character.

That’s what the Levante promises. Company boss Harald Wester concedes Maser doesn’t make the fastest or most hard-core performance cars, but he claims you do get a uniquely Latin experience in a trident-badged car.

We’re not expecting the Levante to outpace or out-handle a Cayenne Turbo S or Macan Turbo, yet it should be tidy enough across challenging roads given that it shares its core architecture with the accomplished Ghibli; 0-100km/h in 5.2sec is also pretty handy for a large SUV.

You can count on a cracking exhaust note from the twin-turbo V6, and the Levante is allegedly no dunce on sand dunes, ice, mud and gravel (it’s been extensively tested on all these surfaces) – although no customers are ever likely to discover this for themselves.

When do we get it?: The Levante is due here early next year, with local pricing yet to be announced. That said, it will be positioned above the Cayenne

You should buy one if… you don’t want to get lost among the Cayenne/X5/Range Rover horde. It’s not the most spacious in the rear seat or luggage bay, but is this really an issue for you?

Why we love it: Mercedes has been rolling out a raft of quality product in recent years (no duds come to mind), and the new C-Class Cabrio that slots in below its E-Class and S-Class ragtop stablemates appears to be no exception.

Despite being the baby of the bunch, it’s no poverty-pack special, with features including AirCap (automatic wind deflector), AirScarf (neck-level heating) and AirMatic air suspension in up-spec models. The electrically powered fabric roof – which can be raised or lowered in 20sec at up to 50km/h – looks good even when raised, and the Merc’s overall proportions are arguably better resolved than the BMW 4 Series Convertible.

Luggage space is pretty good for a drop-top – 360 litres with the roof in situ, 285 litres in alfresco mode. It’s a full four-seater (there’s actually 12mm more headroom than its coupe sibling with the roof in place), and there are “heat reflecting” seats to ensure your backside doesn’t get burned to a crisp.

The Cabrio sits 15mm lower than the accomplished C-Class sedan, but the rest of the mechanical package is largely the same, including the nine-speed automatic transmission and optional all-wheel-drive. The range-topping AMG C43 Cabrio is quick, too, with a 0-100km/h split of 4.8sec. That’s bound to bash your bouffant.

When do we get it?: The C-Class Cabrio arrives here around October-November, just in time for next summer. But it could command a premium of up to $20,000 over the C-Class sedan, which starts at $60k.

You should buy one if… you have a soft spot for soft-tops, yet still want four-seat capacity and enough luggage capacity for road trips.

Why we love it: Purists may well wince, but the 718’s new four-cylinder turbo engines that replace the Boxster’s familiar horizontally-opposed six-cylinder powerplants look to have all the right stuff.

A 2.0-litre four-pot mightn’t sound too promising – until you register the fact that the entry-level 718 Boxster pushes out 220kW and 380Nm (representing 25kW and 100Nm improvements over the oldie). Also worth noting is that peak torque is on tap from 1950 to 4500rpm, so mid-range performance should be much stronger.

The 718 Boxster S also ups the ante over its predecessor as its 2.5-litre engine squeezes out 257kW and 420Nm (+25kW and +60Nm). No surprises then that it scorches from 0-100kph in 4.2sec – 0.6sec faster than before, and on par with the latest 3.0-litre turbo 911 Carrera.

They’re both frugal, too. The Boxster sips just 6.9L/100km on the combined cycle, while the ‘S’ fares almost as well, consuming 7.3L/100km – 0.9L/100km less than the 3.4-litre six it replaces.

The visual tweaks aren’t dramatic, but enlarged front air intakes, new headlights with integrated LED daytime running lights, new arch and sill panels and new 19-inch wheels for the 718 Boxster S help distinguish it from its atmo predecessor. It still looks sharp, even though the Boxster’s basic shape is now four years old.

When do we get it?: The 718 Boxster lands here in June, with prices starting at $113,100 for the entry-level model and $143,400 for the Boxster S.

You should buy one if… you fancy a ragtop that’s more rewarding to pedal than pretty much any other roadster on the market.