Latest news with #Coupe
Daily Tribune
17 hours ago
- Sport
- Daily Tribune
Swiatek survives Rybakina scare
AFP | Paris Triple-defending Roland Garros champion Iga Swiatek battled into the quarter-finals of the French Open yesterday, overcoming a bruising first set loss to eventually defeat former Wimbledon winner Elena Rybakina. The four-time holder of the Coupe Suzanne Lenglen, who has been struggling for her best form and has not reached a final since winning the title last year, was in serious trouble when trailing 2-0 in the second set. But the 24-year-old dug deep to clinch a 1-6, 6-3, 7-5 victory. Swiatek is aiming to become the first woman to win four straight Roland Garros crowns since Suzanne Lenglen 102 years ago. The Pole will next face Ukraine's Elina Svitolina, who knocked out 2024 losing finalist Jasmine Paolini, in the last eight on Tuesday. Swiatek is now on a 25-match winning streak at the French Open and boasts a remarkable 39-2 win-loss record in the tournament. Rybakina had won both of her previous career meetings with Swiatek on clay and the Kazakh dominated the opening set, hammering 12 winners past her bewildered opponent. 'Well it was tough you know, first set I felt like I was playing against Jannik Sinner,' said Swiatek. 'I needed to do something to get back in the game, but with her playing like that I didn't feel like I had much hope.' Rybak in a broke in the first game of the second set as she threatened to run away with the match. But Swiatek impressively turned the set around with a run of five straight games. The fifth seed looked to have finally seized total control with a break to lead 4-3 in the deciding set, only to hand it straight back. Swiatek was one game from defeat when trailing 5-4, but she managed to end Rybakina's resistance and held her nerve to serve out the match. Svitolina made the quarter-finals for the fifth time with a comeback 4-6, 7-6 (8/6), 6-1 win over last year's runner-up Paolini, saving three match points in a dramatic opening match on Court Philippe Chatrier. The former world number three, who has never made a Grand Slam final, will be bidding to reach a first Roland Garros semi-final when she faces Swiatek. 'I still cannot believe that this match finished my way, ' said Svitolina. 'It was a really difficult match today, Jasmine was playing really well. It was really tough for me but I'm very happy I was able to stay composed and fight until the very last point.' Fourth seed Paolini, who won the Italian Open last month, fell to the same opponent for the second straight major tournament. Olympic champion Zheng Qinwen secured a quarter-final place with a hardfought three-set victory over 19th-seeded Russian Liudmila Samsonova. The Chinese eighth seed extended her winning streak at Roland Garros to 10 matches, winning 7-6 (7/5), 1-6, 6-3 on Court Suzanne Lenglen.
Miami Herald
4 days ago
- Automotive
- Miami Herald
Auto review: Driving alfresco in the 2026 Aston Martin Vantage Roadster
In a world where car design is increasingly held hostage by angry, dissonant design language, Aston Martin is an abiding reminder that the finest cars are timelessly beautiful, exquisitely crafted and intelligently engineered. The thought occurred as I approached this week's test car, a 2026 Aston Martin Vantage Roadster sheathed in carbon-fiber body panels painted California Sage, a shade-shifting green that shimmers like the automotive track star that it is, its hue changing with the light as you stole around it. Certainly, it's dressed to thrill, with bulging rear fenders and a soft shoulder mid-body, much like an old 911. Its handsome, distinct face has a noticeably larger grille, which aids cooling. The rear-end diffuser may denote sportiness, but it's visually louder than the rest of the car. However, the quad exhaust tips are beautifully integrated. With the top up, the Roadster resembles the Coupe. Top down, it's stowed beneath the sleek rear deck. Now, the Aston Martin faithful may wonder why this speed buggy is called the Roadster, and not a Volante, Aston's name for its droptops. Evidently that appellation is reserved for Aston's GT cars, which the Vantage is decidedly not. It's a sports car, one that delivers maximum thrills in a minimally sized package. The 2026 Aston Martin Vantage Roadster is the follow-up to the Vantage Coupe that debuted last year. Thanks to some body structure and driveline tweaks, the Roadster weighs a mere 132 pounds more and is no slower than its Coupe sibling. Its twin-turbocharged 4.0-liter V-8 produces 656 horsepower and 590 pound-feet of torque through a ZF eight-speed automatic transmission. It's fast, with its Michelin Pilot Sport 5.5 tires providing a 0-60 mph time of 3.5 seconds and a 202-mph top speed. Just as fast is the eight-ply fabric roof, which drops in 6.8 seconds at speeds of up to 31 mph. The driveline is fitted with Sport, Sport+, Track, Individual and Wet driving modes, but no Eco mode - thank God. As you might expect, it uses premium fuel and returns an EPA-rated 18 mpg in combined city/highway driving. Even though its exhaust note exhibits signals that it's ready for a raucous time, this is a sports car for gentlemen and gentlewomen. The driveline makes a sporting sound, but it's never overbearing, while the engine and transmission prove very responsive, remaining in gear longer than most rivals - especially in manual mode, where it indulges need to the gear and listen to it emote. And it plays the automotive athlete, unequal-length double wishbones up front; a multi-link suspension out back and Bilstein DTX adaptive dampers at each corner. Despite the slew of electronic driving aids, this remains an unrepentant front-engine/rear-wheel-drive roadster. Able to dance with an ease of control that makes it one fine party animal, the steering and brakes communicate to the driver as its taut handling voraciously gobbles up asphalt accompanied by a refined rumble. Driver and passenger are ensconced in a snug cabin for two that's beautifully finished, its carbon-fiber trim colored identically to the exterior color. Its center console features a 10.25-inch capacitive touchscreen with a user interface designed in house. And bravo to the designers, who have not insisted that all controls be banished to the touchscreen. They believe, and rightly so, that certain controls are better as physical buttons while driving at speed. As a result, finding the control you want is simple. It's accompanied by a 390-watt, 11-speaker audio system or an optional 15-speaker, double amplified, 1,170-watt Bowers & Wilkins surround sound system. That said, the Aston's cylinder symphony is the only music I listened to. Wireless Apple CarPlay and Android Auto come standard. Any quibbles? Well, the car's beltline is very high, which may be a turn-off for some. And, being a sports car, its boot measures a modest 7 cubic feet. Neither should dissuade you from acquiring this lovely bit of rapid transit. Aston Martin remains a survivor, and the 2026 Vantage Roadster is proof of the company's value. Having survived bankruptcy seven times in its 112-year history, it's arguably never been better. Credit the money and guidance of Canadian billionaire Lawrence Stroll, who has masterfully restored Aston Martin to the top of the automotive pantheon with cars that are among the rarest and finest in the world. The Vantage Roadster's performance, quality and scarcity define the essence of a true luxury sports car. 2026 Aston Martin Vantage Roadster Base price: $205,900 (estimated) Engine: Twin-turbocharged 4.0-liter V-8 Horsepower/Torque: 656/590 pound-feet EPA rating (combined city/highway): 18 mpg Fuel required: Premium unleaded Length/Width/Height: 177/81/51 inches Ground clearance: 3.7 inches Cargo capacity: 7 cubic feet Towing capacity: Not rated Copyright (C) 2025, Tribune Content Agency, LLC. Portions copyrighted by the respective providers.
IOL News
6 days ago
- Automotive
- IOL News
New SA-bound BMW M2 CS continues the tradition with more power, less weight, RWD
The new BMW M2 CS will arrive in South Africa in early 2026. Image: Supplied With more power, less weight, rear wheel drive and a limited production run, the new BMW M2 CS proudly, and loudly, continues the 'Competition Sport' tradition that dates back to the late 1960s. The limited edition Coupe will be available in South Africa from the second quarter of 2026, BMW SA has confirmed, with pricing to be released nearer to the time. But expect to pay a substantial premium over the regular M2's sticker, which falls just north of the R1.5 million mark. Beneath the bonnet is an upgraded version of BMW's 3.0-litre, six-cylinder turbocharged engine, now matching the BMW M3 and M4 with outputs of 390kW at 6,250rpm and 650Nm from 2,650 to 5,730rpm. Boasting 37kW and 50Nm more than the regular M2, and being an impressive 30kg lighter, the new M2 CS is capable of sprinting from zero to 100km/h in 3.8 seconds, making it 0.2 seconds quicker. The top speed is electronically limited to 302km/h. An M-specific exhaust system with electronically controlled flaps is fitted to ensure an enticing soundtrack, but for those who seek, in BMW's words, a 'racing car sound guaranteed to stir the emotions', a bespoke new M Performance silencer system is available through the M Performance Parts catalogue. Power goes straight to the back wheels via an eight-speed M Steptronic automatic gearbox and M Sport differential. A CFRP 'ducktail' rear spoiler marks out the rear end. Image: Supplied Speaking of chassis mods, the M2 CS sits 8mm lower to the ground than the regular M2 and its springs, dampers and chassis control systems have been specifically tuned for this model, as has the M Servotronic steering system. Furthermore, its Dynamic Stability Control system, and M Dynamic Mode, have been 'precisely optimised' for race track driving. An M Compound braking system with red brake callipers, is fitted as standard, while an M Carbon ceramic set-up is optionally available. The exterior of the M2 CS flaunts numerous carbon fibre-reinforced plastic (CFRP) components, including an M Carbon roof and boot lid with eye-catching 'ducktail' spoiler. The CS is also set apart by a unique rear diffuser, in exposed carbon fibre, and it rolls on a combination of 19-inch (front) and 20-inch (rear) wheels, fitted as standard with track tyres. Standard sport tyres, as well as 'ultra' track tyres are available as no-cost options. A view of the cabin. Image: Supplied
The Drive
22-05-2025
- Automotive
- The Drive
2025 Genesis GV80 Coupe Review: It'd Be Great If It Picked a Lane
The latest car news, reviews, and features. Pull up to the school drop-off line in the morning with a 2025 Genesis GV80 Coupe and, unless you live in Beverly Hills, you'll feel like a star. Other parents will wonder what you do for a living, and onlookers will want a peek inside. It's a special-looking car. The Coupe takes the normal GV80's already handsome design, chops off some of its roof, and gives it a ducktail spoiler. The result is a look that should come with a quarter-million-dollar price tag and performance to back it up. Unfortunately, when you're the one behind the wheel and not peeping it from afar, its drive fails to live up to the lofty expectations set by its design. The GV80 Coupe is supposed to be the sportier, performance version of the stylish and luxurious GV80 SUV. In the normal GV80, you get a base turbocharged four-cylinder or an upgraded 3.5-liter V6. But that V6 is the standard engine in the Coupe, dropping the four-pot. Additionally, the Coupe can be had with a further upgraded engine: the same electrically supercharged V6 that's found in the G90 sedan. On paper, the 'E-Supercharged' GV80 Coupe is the one that should take on cars like the Porsche Cayenne Coupe, BMW X6, Mercedes GLE Coupe, and Audi Q8. Sadly, though, I'm not so sure it can. Customers seem to like these SUV 'coupes.' To buyers, their slanty roofs and sportier styling must be worth the practicality trade-off, otherwise, they wouldn't sell so well. But they do, and every luxury brand has at least one in its lineup. That's why Genesis made one. I think Genesis may have bested the competition's looks, though. Aside from the Audi Q8 and maybe the Cayenne Coupe, few of these styling mashups look better than their standard counterparts. But I think the GV80 Coupe does. I don't love the wheels, they're just too messy, but the rest of the car looks great. And I love the new taillights, which sit nicely underneath the rear spoiler. Unsurprisingly, the GV80 Coupe's cabin is killer, too. It isn't much different inside than the standard GV80, save for the sportier-looking steering wheel and carbon fiber trim, but that's a good thing. Its interior is excellent, with comfy seats, mostly superb materials, and a design that feels different from the sea of German and Japanese SUVs. I can see this interior earning Genesis a bunch of sales on its own. The only interior downside is the lack of an optional third row, as the chopped roof eliminates any potential headroom behind the second row. But it's a sacrifice many customers are willing to pay for. That said, second-row passengers will be every bit as comfortable as they would be in the normal GV80. There's a lot to like about the GV80 Coupe from behind the wheel. I'm not sure how much of it is different from the regular GV80, but it's still a lovely thing to drive around. With 409 horsepower and 405 lb-ft of torque, the GV80 Coupe is able to scoot from zero to 60 mph in 5.2 seconds. That isn't exactly stellar for the segment—the base six-cylinder BMW X6 only makes 375 hp but scoots to 60 mph in the same claimed time. However, when the Genesis lacks in raw straight-line speed, it makes up for with silken smoothness. There's a calm but powerful surge as you flex your right foot that feels effortlessly luxurious. It almost feels tidal. It doesn't pin you in your seat, but its gradual wave of torque is lovely to experience. The eight-speed automatic transmission mostly disappears into the background, swapping cogs unnoticed. It could be a touch quicker when shifting via paddles, but it's mostly good. There's a calmness to the way the big Genesis drives that's relaxing most of the time. It's whisper quiet at any speed, rock-solid stable on the highway, and it has strong, dependable-feeling brakes. The bones of a great performance SUV are there, and you can tell Genesis cares about its driver, but perhaps not as much as it should. The problem is that the GV80 Coupe 3.5T E-Supercharged should probably be a bit more exciting to drive, given its name and punchy powertrain. Genesis wants to brand this as a sporty version, but … it's just not that sporty. OK, so it isn't not sporty , either. The steering has some decent heft to it, and it's pretty dang quick. However, it lacks the front-end precision and immediacy you get from most of its rivals, like BMW, Acura, and Porsche. It's decent to hustle around, especially given its size, but it just isn't sharp enough to hang with the best in the segment. This lack of handling prowess would be forgiven if it meant a more buttery ride, but it doesn't. The GV80 Coupe suffers from the same slightly choppy ride that I experience and complain about in almost every Genesis. It handles large undulations beautifully, but the sharper, higher-frequency bumps aren't dealt with as well, undoubtedly exacerbated by its massive 22-inch wheels. So it can feel jittery over rough pavement, which is especially worrisome through corners, as it never feels as planted as something like the Audi Q8. The 2025 Genesis GV80 Coupe is a car that's so close to being truly special. It looks like a million bucks, has a stellar cabin, and its unique E-Supercharger V6 powertrain makes it an interesting alternative to the usual German suspects. There is a lot to like here, and I wouldn't blame anyone for buying one. Nico DeMattia Unfortunately, its soft, somewhat vague driving demeanor isn't excused by its choppy ride. If it were sumptuous and pillowy, I could forgive its lack of ultimate precision. Or, if it were at least as sharp as its competitors, I could forgive the ride. But I feel like Genesis needs to pick a lane here: either go for stylish comfort or sportier performance. But instead, the GV80 Coupe feels like a car that can't quite decide what it wants to be, and that indecision keeps it from true greatness. 2025 Genesis GV80 Coupe Specs 3.5T 3.5T e-Supercharged Base Price (as tested) $81,400 $87,200 ($88,630) Powertrain 3.5-liter twin-turbo V6 | 8-speed automatic | all-wheel drive 3.5-liter twin-turbo V6 with 48V e-Supercharger | 8-speed automatic | all-wheel drive Horsepower 375 @ 5,800 rpm 409 @ 5,800 rpm Torque 391 lb-ft @ 1,300-4,500 rpm 405 lb-ft @ 1,300-4,500 rpm Seating Capacity 5 << Cargo Volume 30.3 cubic feet behind second row | 62.1 cubic feet behind first row << Curb Weight 5,093 pounds 5,203 pounds Ground Clearance 8.1 inches << EPA Fuel Economy 16 mpg city | 22 highway | 19 combined 18 mpg city | 22 highway | 20 combined Score 7/10 A stylish SUV with an impressive powertrain and a stunning interior that doesn't drive as sportily or as comfortably as it could. Got tips? Send 'em to tips@ Nico DeMattia is a staff writer at The Drive. He started writing about cars on his own blog to express his opinions when no one else would publish them back in 2015, and eventually turned it into a full-time career.
The Citizen
15-05-2025
- Automotive
- The Citizen
New BMW 1 Series and 2 Series out to banish doubt further
BMW's smallest models have finally arrived in a slimmed-down model range, still topped by the respective M Performance '35' variants. The initiator of what BMW today calls its Compact Class of models, the 1 Series, famously got off to a less than stellar, never mind reception, at its world debut in Paris almost 21 years ago. Rocky history Munich's answer to the Audi A3 and Mercedes-Benz A-Class, the heavily criticised E87 1 Series steady improved towards the latter stages of its lifecycle, with the unveiling of the second generation F20 in 2012 marking the first split in the smallest BMW's line-up. ALSO READ: BMW slips new 1 Series pricing ahead of fourth quarter reveal Introduced two years after the F20, the 2 Series heralded the change by becoming the moniker for all coupe, cabriolet and later four-door Gran Coupe variants instead of remaining part of the 1 Series catalogue. An approach that has been in-place ever since, the controversy surrounding the Compact Class didn't stop though as the third generation F40 eschewed BMW's rear-wheel-drive tradition for front-wheel-drive using the UKL2 platform from sister brand, Mini. 1 Series range starts off with the 118. Adopted by the 2 Series Gran Coupe and the now discontinued Active Tourer after 2019, the debuts of the present-day F70 1 Series and F74 2 Series last year brought a better devised line-up consolidation to a product range that has so amassed combined sales of three-million units since 2004. The Compact Class As such, the Compact Class consists of three variants: the 1 Series and 2 Series Gran Coupe based on the UKL2 or in BMW-speak FAAR platform with a choice of front-wheel-drive or xDrive all-wheel-drive, and the 2 Series Coupe (G42) that rides on the rear-wheel-drive or all-wheel-drive CLAR architecture. Confirmed for South Africa at the beginning of this year, the official launch of the F70 and F74 this past week, which started on the outskirts of Sandton and ended on the Free State side of the Vaal River, involved two M Sport modes, plus the potent M135 and M235 variants. Line-up explained Adopting a distinct dropsnout appearance not resplendent on any other current BMW, both the 1 Series and 2 Series Gran Coupe ranges offer a choice of four models and two engines each, none with the inclusion of electrical assistance as in Europe. In addition, a turbodiesel option won't be available anytime soon, with the same applying to an 'in-between' petrol variant. M Sport attired 218 comes with a bit more practicality. As such, the line-up starts off with the 118 and 218, both using the familiar 1.5-litre three-cylinder turbocharged engine. An engine option unique to South Africa as the European range commences with the 120, the three-cylinder, which, like the M135 and M235 loses the 'i' nameplate suffix that now denotes electrification and no longer fuel injection as it always did, produces 115kW/230Nm that goes to the front axle via the seven-speed Steptronic dual-clutch transmission. For the M135 and M235, the 2.0-litre turbo-petrol from the previous generations has been retained, still offering 233kW/400Nm. M Sport seats in the M235i and M135 can be had in leather-free Verganza upholstery. A sports-optimised version of the Steptronic 'box is entrusted with sending the amount of twist to all four wheels. Whereas the former pair will top-out at 226 km/h, the M135 and M235 will hit the electronic buffers at 250 km/h and get from 0-100 km/h in 4.9 seconds versus the 118's 8.5 seconds and the 118 Gran Coupe's 8.6 seconds respectively. The drive 1 Series Starting with the 118, the blown three-cylinder proved surprising as it did during the launch of the new Mini Countryman Cooper C last year. Comparatively quiet, the unit offers just enough urge for the 118 not to feel underpowered, while emitting a decidedly sporty soundtrack not normally associated with a run of the mill three-cylinder. Inside, all models come standard with BMW's latest Curved Display consisting of a 10.25-inch instrument cluster and the 10.7-inch iDrive infotainment system with the new 9.0 operating system. Red 12 o'clock marking on the steering wheel and M logos on the dashboard a few traits unique to the M135 and M235 Gran Coupe. Incorporating the now customary minimalist design, the interior feels largely plush, but lowers its standard below the infotainment system with clunky sounding plastics and a cheap feel on the centre console. In a first for both models, the gear lever makes for a toggle switch and the rotary iDrive controller departs completely as the sole interface now comes via the display itself. While liveable, the cabin feels somewhat pinched up front and as a result of the panoramic sunroof, rear headroom all but disappears for taller folk. Boot of the 1 Series can take 380-litres with the rear seats in place. What's more, the display also doubles up as the climate control portal. Although unsurprising, using the touch-sensitive inputs proved better than the 'manual' adjustment of the air vents. Carried over from the 5 Series, the rocker switches that regulates air flow are finicky and the air vents themselves mounted too low to provide sufficient cooling or heating without turning the delivery speed to almost maximum. In typical BMW fashion, the M Sport suspension results in a firmer than normal ride that become unsettling on badly patched sections of the launch launch route around Meyerton. All models come standard with the latest Curved Display. Switching to the M135 came with the same conclusion, however, the firmer M Sport seats provide good support, but will become uncomfortable after prolonged distances. Unsurprisingly, poking the M135 sees it respond immediately and with Sport mode engaged, involving and more than ready to play. As with the 118, the M135 comes with BMW's M PowerBoost setting. Requiring the left-hand gear shift paddle to be held down, the literal boost sees the full amount of power and torque being unleashed in one shot of 10 seconds. Unlikely to be used frequently in the 118, the system felt unnecessary in the M135 as leaving to car in Sport or to its own devices, made it feel quick enough. 2 Series For the second part of the trek back to Sandton, sampling the M235 came with a different feel to the M135. At 4 546 mm, the Gran Coupe measures 185 mm longer, with its height dropping by 14 mm to 1 445 mm. Overall width and wheelbase are both identical at 1 800 mm and 2 670 mm respectively. Thundernight Metallic paint option has been passed from the M240i Coupe to the M235 Gran Coupe. Unsurprisingly more practical with 430-litres of boot space versus the 1 Series' 380-litres with the rear seats down, the M235 felt more composed and rode slightly softer than the M135 despite the same profile tyre and M suspension. As with its sibling, the M235, and for that matter 218, feel similarly cramped at the rear despite the additional length, though confusingly, not as tight for those seated up front. Deeper boot of the 2 Series Gran Coupe can hold 430-litres. Switching the 218 for the final stretch, the lesser 2 Series Gran Coupe, again, felt the opposite of its 1 Series sibling by being a smidgen peppier, more comfortable and a bit more satisfying to drive. Still as comfortable as the 118, with buyers having the choice of a number of material options ranging from imitation leather to the new recyclable Econeer and leather-free Veganza, the 218 Gran Coupe came as the biggest surprise despite is inherent lack of performance associated with the 'more powerful and faster is always better' M235. Conclusion While about as far removed from their first generation predecessors, the latest BMW 1 Series and 2 Series Gran Coupe still come beset with quirks buyers looking to upgrade would have expected to have rectified. Still engaging and with the BMW badge on its snout, both will continue to have their attractors more than willing to sign on the dotted line for the still seen privilege of owning a BMW regardless of where it fits in on the model front. Price 1 Series 118 Steptronic – R713 395 118 Pure Design Steptronic – R761 895 118 M Sport Steptronic – R801 895 M135 xDrive Steptronic – R982 767 2 Series Gran Coupe 218 Steptronic – R733 559 218 Pure Design Steptronic – R787 059 218 M Sport Steptronic – R827 059 M235 xDrive Steptronic – R1 043 099 NOW READ: BMW 1 Series morphs into booted new 2 Series Gran Coupe
