Latest news with #Miata
Yahoo
4 days ago
- General
- Yahoo
Fast and furr-iest: Miata ready to put his ohana first
HONOLULU (KHON2) — Do you like living your life a quarter mile at a time? If so, we have the purr-fect front seat passenger for you. 44% shortfall in Hawaiʻi deepens crisis For Wags 'n Whiskers Wednesday, KHON2 features Miata, a nine-pound, five-month-old Domestic Shorthair mix. Need the perfect adventure buddy? Coast is the pup for you According to the Hawaiian Humane Society, Miata has 'Dom Toretto' energy and is described as a 'sleep feline with the agility of a drift king.' 10 things you shouldn't do while visiting Hawaiʻi With a coat as smooth as a fresh paint job and eyes sharper than a nitrous-fueled turn, Miata's built for speed, snuggles and loyalty to his crew. Hawaiian Humane Society Download the free KHON2 app for iOS or Android to stay informed on the latest news HHS added that he's a 'ride-or-die' kind of cat who is always ready to race to the food bowl or snuggle on your lap. Inside the 3D construction revolution: 10 eye-opening insights for Hawai'i's future Miata will always put family first and loves to live the fast life. 'In his world, it's not just about the destination, it's about who's riding shotgun.' Check out more news from around Hawaii If you're ready to get in the fast lane, you can meet Miata at the Hawaiian Humane Society's Kosasa Family Campus at Ho'opili daily. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Yahoo
5 days ago
- Automotive
- Yahoo
Old Japanese Cars That Make Ferraris Seem Affordable
Japanese cars, often called JDMs, have steadily risen in price as pop culture embraces these stylish and speedy classics. However, some are fetching much more than others, whether that's due to their rarity, performance, or unique history. The car community loves old school JDM cars for their experimentation and boundary pushing designs, often competing with luxury cars and sports cars from other countries while also maintaining their reputation for being reliable. My 1993 Mazda Miata now has over 280,000 miles and is still going strong. But while the Miata is coveted for its cost-effectiveness, there are Japanese cars that have prices that rival those of iconic supercars. The first step in creating this eclectic and exciting collection of vehicles was to find out how much a Ferrari costs. The average price is said to be around $200,000 to $400,000 (although there are Ferrari models that cost much, much more). Would there really be 10 older Japanese cars that cost $200,000 or more? After some digging, which included checking car auctions and average prices on I was able to find 10 glorious JDM vehicles from the past that break the bank — but for good reason. These vintage cars are record breakers and boundary pushers that aren't afraid to stand out. From the car community's favorite engine sound to race-winning prototypes, these are 10 old Japanese cars that cost as much as a Ferrari. The M-Spec Nur is a limited production variant of the already popular and desirable R34 Skyline GT-R, named after the Nürburgring race track where the Skyline was often tested during development. Only 285 M-Spec models exist, which is partially why the price has skyrocketed. With improved suspension, an aluminum hood, and an RB26DETT twin-turbo inline six engine (with huge turbochargers), the M-Spec earns the Nürburgring reference — and the high price tag. While the engine was rated at 276 horsepower due to Japan's hp limit agreement (which has since ended, according to Car and Driver), the real power is said to be 330 hp. Last year, a 2002 example — said to be one of the last ever produced — sold on Bring a Trailer for $181,000. Car enthusiasts felt that the car would have sold for higher back in Japan. Another car sold for $455,000. This special widebody variant of the Subaru Impreza saw limited production when it was released to celebrate Subaru's 40th anniversary. This high-performance variant has an improved drivetrain, a larger turbocharged flat-four engine, and STI-branded fog light covers and exhaust tip. There are only around 420 total examples of this special Impreza, which were mostly sold in Japan. While they weren't sold in the United States originally, the 22B STi has been imported into the country since then. They're still rare to come across, however, which is why some have sold for more than $300K on Bring a Trailer. Only 450 base model Lexus LFAs were built in 2012, making this an extremely rare supercar. But that's not why the Lexus LFA has reached such extreme pricing. Many car enthusiasts argue that the Lexus LFA is a beautiful car — and has an even more beautiful sound. The Lexus LFA has Toyota's 1LR-GUE engine, a naturally aspirated 4.8L V10. It's able to rev from idle to a 9000 rpm redline in under 1 second. That 0.6 seconds are the best thing you'll ever hear, according to the majority of the car world — Toyota even made a three-hour video of LFA engine sounds for any ASMR freaks out there. The engineering team even took inspiration from music to create the distinct symphony, according to an interview by Toyota Times. Japan was known for its practical commuter cars back in the 1960s, but the Toyota 2000GT changed that reputation in an instant. First displayed at the Tokyo Motor Show in 1965, it was Toyota's first shot at a proper sports car — and it's safe to say that the automaker nailed it. The front-engine, rear-wheel-drive hardtop coupe was just 2,400 pounds and considered a blast to drive. Its beautiful looks and sleek curves are thanks in part to Toyota and Yamaha engineers using a Lotus Elan chassis, which had a very high rear strut mounting point that led designers to hide it behind sheet metal. Only 351 units were sold worldwide, according to Car and Driver, with just 62 of those making it to the United States. Today, the extremely rare vehicle is considered Japan's first collectible sports car. Three Toyota 2000GTs were modified by legendary car designer Carroll Shelby to compete in SCCA C-Production racing. The collaboration led to a 2000GT with lowered suspension, a tuned engine, and a new racing livery. One of the three 1967 Toyota-Shelby 2000GTs sold for well over $2.5 million at a Gooding & Company auction, setting the record as the most expensive Japanese car ever sold, according to Robb Report. The NSX Type R, or NSX-R, is a limited edition of the NA1 Honda NSX, introduced in 1993 exclusively for Japan. The Type R is 265 pounds lighter than the standard NSX, but that comes at the price of comfort. The NSX-R was a high-performance sports car that ditched comfort for the sake of improved speed and handling. According to Honda, this meant eliminating sound-deadening materials, power windows, air conditioning, and the audio system. Despite being sweaty and loud to drive, the NSX-R is very pricey to purchase. One reason it's so coveted is that there are only about 500 NSX-Rs that were made before production ended in 1995. The other reason is that it's a seriously fun car to drive, despite a lack of creature comforts. Said Project Leader Kyoji Tsukamoto to Top Gear: 'The idea behind the R was not to create a swan song rendition with a massive dose of additional power, but to go back to basics.' There are only seven of these race cars in existence, constructed by Clayton Cunningham Racing for the IMSA GTO competition. Steve Millen raced one of these cars into second place at the 1991 12 Hours of Sebring, then scored six additional poles and four victories. With carbon fiber bodywork, a rear wing with a Gurney flap, a front splitter, and side-exit exhaust pipes, everything about this model screams power. Underneath the red, white, and blue livery, there is a 3.0-liter V6 engine, two Garrett turbochargers, and an intercooler mounted ahead of the two front wheels. This has allowed the 300ZX to continue winning decades after it was produced. The Drive reported that the Nissan 300X IMSA GTO won two vintage car races in 2019 — the Long Beach Grand Prix and the Rolex Monterey Motorsports Reunion. All American Racers' Toyota Eagle MKIII is one of the last Grand Touring Prototypes to be made — but it went out with a bang. The MK III GTP won 21 of the 27 races it entered, making it one of the most dominant racing car prototypes in history. The Toyota Eagle MK III GTP has a turbocharged 2.1-liter Toyota inline-four engine and can reach top speeds of 220 mph thanks to its incredible 1,000 reported hp. Because it's a race car, it's not street legal, but that hasn't stopped it from selling for over $1 million at auction multiple times. Only three of these race cars exist, making them an exciting opportunity for collectors the rare time they appear at auction. The story goes that Toyota saw the success of All American Racers and became hungry for a racing program for the Celica to inspire sales in the United States. A partnership formed between Toyota and AAR in 1983, and its front-wheel drive compact Celica IMSA GTO won 10 races against competitors like the Ford Mustang, Porsche 911, and Chevrolet Corvette. A blend of American engineering and Japanese muscle, the IMSA GTO isn't very Celica-like. It has a four-cylinder Toyota T engine, which was also used in cars competing in Formula Two and the World Rally Championship, and its body was heavily modified for racing. It fetched over $242,000 when it went up for auction due to its rarity and racing pedigree. A Nissan Fairlady Z432R sold at a Japanese auction for about $805K, making it one of the priciest vintage Japanese cars out there. According to Road and Track, this was a rare model with only 400 units ever produced. It's very rare to see one come up at auction, which is likely part of why it sold for so much when it finally appeared. The Fairlady is more than a pretty face, however. This aggressive version of the Fairlady has a 2.0-liter inline-six producing almost 160 hp and was stripped down of its cabin comforts to make it lightweight and agile (it was only 1,885 pounds). Glass was replaced with acrylic, and there is no heater, clock, soundproofing, or radio. It was likely a bit uncomfortable to drive, but it did have a performance that could hold its own against the Porsche 911 R back in the late 1960s. Whether you love race-winning track cars or beautifully designed classics, there are plenty of expensive old Japanese cars out there for those who want to shell out some cash. If you don't want to spend a Ferrari's worth of money on a JDM car, however, you can just enjoy the above images with their sleek curves, aerodynamic features, and distinct styling. Or you can even listen to the Lexus LFA's engine for three hours as you fall asleep tonight, dreaming of winding through the streets of Tokyo in one of these glorious and rare machines.
Miami Herald
6 days ago
- Automotive
- Miami Herald
Mazda Launches Killer 2025 Miata Lease Offer
The Mazda Miata has been the benchmark roadster since the NA generation hit the scene in 1989. Now in its fourth generation, Mazda shows no signs of discontinuing the model, although rumors have been floating around that future generations may be electrified. Those looking to get their hands on a 2025 Miata might be in luck, as the Japanese automaker has some attractive lease offers on the roster. The lease offers for the 2025 model year Miata apply to both the Grand Touring and the RF Grand Touring (hardtop) with the manual transmission. If you're in the Los Angeles or Denver area, you can get a Miata Grand Touring for $482 a month / 48 months, with $3,999 due at lease signing and a $650 acquisition fee rolled into the monthly payments. That lease also has a 10,000-mile-per-year requirement. Prefer an RF hardtop? That lease offer increases to $562 a month / 48 months with the same $3,999 due at signing. The same mileage conditions and acquisition fee apply. Miami residents get a slightly better deal. The regular Grand Touring lease drops to $425 a month / 36 months with $2,499 due at lease signing and the same conditions, while the RF hardtop increases to $607 a month / 36 months with $2,499 due at lease signing. Live in New York? That same Grand Touring lease increases to $513 a month / 36 months with $2,999 due at lease signing and the same conditions. The RF hardtop offer is more in the middle, at $591 a month / 36 months with $2,999 due at lease signing and the same conditions. Potential lessees who want to save money on the upfront costs can pay $0 at signing, with some adjustments to the monthly payment. We have estimated the monthly payments by spreading the amount at signing over the lease's term. Los Angeles and Denver residents opting for a regular Grand Touring would pay approximately $83 more per month, resulting in a payment of around $565. That same increase counts for the RF hardtop, too, resulting in a monthly payment of around $645. Miami residents wanting a Grand Touring with $0 down would pay an additional $69 per month for a total payment of around $494. That increase added to the RF hardtop would increase monthly payments to around $676. As for New Yorkers, their $0 Grand Touring Miata would pay $83 more per month for a total payment of around $596. The RF hardtop brings the same increase for a monthly payment of about $674. *This $0 down figure is an estimation. Official $0 down lease offers from Mazda may differ based on their specific calculations, credit approval, and potential money factor adjustments. Always obtain a quote directly from Mazda. The current model year Miata continues the tradition of lightweight motoring set by its ancestors. All trims use a 2.0L inline-four cylinder engine mated to either a 6-speed manual or automatic transmission. All 181 horses and 151 lb-ft. of torque are sent to the rear wheels, just the way the car gods intended. The top Grand Touring trim, if you don't count the 35th Anniversary Edition, adds a few luxury items into the mix, like special machine-cut 17-inch wheels, automatic headlights, rain-sensing wipers, door sill trim plates, an auto-dimming driver's side mirror, automatic climate control, leather-trimmed seats, Mazda's navigation system, adaptive headlights, and more. Lease offers can vary based on location and specific vehicle configuration (trim level, options, etc.) and are subject to credit approval. Advertised payments typically exclude taxes, title, registration, and other potential fees. To take advantage of this offer or to get a precise quote based on your needs (including an official $0 down option), visit the official Mazda website here. *Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Hamilton Spectator
18-05-2025
- Automotive
- Hamilton Spectator
Why choosing wheels and tire sizes can make a big difference to you
There are few easier ways to change the look of your car or truck than putting on a different set of wheels. There are a surprising number of factors that need to be considered, even at the simplest level of 'will they bolt on?' The changes can change how your vehicle steers, rides, or handles, appreciably — for better or for worse. This is the case if you deviate from what the manufacturer equipped your model with. Generally, the larger the wheel, the shorter the sidewall, the firmer the ride. Some vehicle models — this applies to pickup trucks, in particular — are available with a wide variety of wheel and tire sizes, and typically, any of the larger sizes will bolt directly onto and have sufficient clearances on models not originally equipped with them. Take, for example, Ford's F-150: base models come with 17-inch wheels and tires. Some models are available with 18-inch wheels, many come with 20-inch wheels, and the top trims offer 22-inch wheels. The wheels themselves would interchange, although there are minor differences in the outside diameter of the original tire sizes used. Not everyone wants to use a factory wheel for their upgrade. If an appreciable number of examples of that model already wear them, what's the point? What to do? The aftermarket provides a greater selection of options, but this search requires diligence. Most aftermarket wheels are designed to fit many vehicles and often come in a range of widths and offsets — the offset is how far in or out the wheel/tire sits relative to the body and suspension — to suit buyers' preferences — which don't always line up with factory choices. Beyond offsets, the width of the tires and wheels has an important role to play. Shopping for a 15-inch wheel for the recently acquired 1991 Mazda Miata of my wife, Barb, revealed factory-original and aftermarket choices. Some early MX-5/Miatas did come with 15-inch wheels that would directly fit. None offered the look Barb desired, and a clean used set were comparable in price to some new aftermarket sets, so aftermarket won. Often, when moving up a wheel diameter — known as 'plus-one' sizing — you'd increase the tread width of the tire, and in the Miata's original sizes, this is the case: from a 185 (14-inch) to a 195 (15-inch) section width. (This is not exactly tread width, but it is the industry's chosen measurement standard.) In the Miata's optional 195/50R15 size, tire choices seemed to be either race compound tires with a fruit-fly lifespan and aquaphobia, or tires best suited for an aging minivan — just what we'd wanted to avoid. Moving to a 205/50R15 resulted in a livable 1.8-per-cent increase in overall diameter, for a speedometer error of just 2 km/h at 100 km/h, and opened up far more options. Based on positive reviews, we settled on the still very performance-skewed Falken Azenis RT615K+. Falken's specs showed an approved rim width range of 5.5-7.5 inches. ('Rim' is the part of the wheel where the tire mounts.) Research, coupled with our desire to stay close to stock in order to avoid clearance issues in the Miata's apparently cosy wheel wells, prescribed a maximum seven-inch width. Fortunately, some 15x7-inch wheels with the correct bolt pattern, in a close-to-original offset, were available; Konig's lightweight 'Heliogram' wheels got the nod. So what would happen if we'd found a 5.5-inch or 7.5-inch wide wheel? Clearance aside, would it make a difference? Yes. The Azenis's 'measured rim width' is 6.5 inches. That's the ideal rim width, the one where the tire's section width matches its specs. Per an industry rule-of-thumb, each half-inch in rim width changes the section width by two 10ths of an inch — approximately five mm. With our 205 example, on a 5.5-inch wheel, it'd decrease to 190 mm; on a 7.5-inch wheel, increase to 215 mm, with corresponding changes to actual tread width at the pavement. So what? Well, not only does this difference change the size and shape of the contact patch, the hand-sized area where your tire actually touches the road surface, and where all traction occurs, it also changes the relationship between the tire sidewalls and wheels. While on your average pickup or crossover these differences would have a lesser impact, a 2022 test by tire retailer Tire Rack of nine wheel/tire width combinations on identical Subaru BRZs showed that choosing the proper wheel width can be the difference between clumsy handling and slow-reacting steering, and crisp, precise responses plus higher limits. It can also influence the quality of the ride, as tires that are stretched to fit a wider wheel may have less sidewall compliance to absorb minor bumps. Substantial changes in tire diameter — that is those that fall outside of the auto-industry's accepted recommendation of a limit of three per cent, can create issues with gearing, and be detrimental to performance, driveability, mileage, even braking. Those wishing to 'go big or go home' need to understand that other mechanical changes, may be required — from updating engine management software to replacing differential gear sets and suspension components. In changing tires and wheels, it may be wise to seek the advice of a professional, so you can enjoy the final result. Ask a Mechanic is written by Brian Early, a Red Seal-certified Automotive Service Technician. You can send your questions to wheels@ . These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.
Toronto Star
17-05-2025
- Automotive
- Toronto Star
Why choosing wheels and tire sizes can make a big difference to you
There are few easier ways to change the look of your car or truck than putting on a different set of wheels. There are a surprising number of factors that need to be considered, even at the simplest level of 'will they bolt on?' The changes can change how your vehicle steers, rides, or handles, appreciably — for better or for worse. ARTICLE CONTINUES BELOW This is the case if you deviate from what the manufacturer equipped your model with. Generally, the larger the wheel, the shorter the sidewall, the firmer the ride. Some vehicle models — this applies to pickup trucks, in particular — are available with a wide variety of wheel and tire sizes, and typically, any of the larger sizes will bolt directly onto and have sufficient clearances on models not originally equipped with them. Take, for example, Ford's F-150: base models come with 17-inch wheels and tires. Some models are available with 18-inch wheels, many come with 20-inch wheels, and the top trims offer 22-inch wheels. The wheels themselves would interchange, although there are minor differences in the outside diameter of the original tire sizes used. Not everyone wants to use a factory wheel for their upgrade. If an appreciable number of examples of that model already wear them, what's the point? What to do? The aftermarket provides a greater selection of options, but this search requires diligence. Most aftermarket wheels are designed to fit many vehicles and often come in a range of widths and offsets — the offset is how far in or out the wheel/tire sits relative to the body and suspension — to suit buyers' preferences — which don't always line up with factory choices. Beyond offsets, the width of the tires and wheels has an important role to play. Shopping for a 15-inch wheel for the recently acquired 1991 Mazda Miata of my wife, Barb, revealed factory-original and aftermarket choices. Some early MX-5/Miatas did come with 15-inch wheels that would directly fit. None offered the look Barb desired, and a clean used set were comparable in price to some new aftermarket sets, so aftermarket won. Often, when moving up a wheel diameter — known as 'plus-one' sizing — you'd increase the tread width of the tire, and in the Miata's original sizes, this is the case: from a 185 (14-inch) to a 195 (15-inch) section width. (This is not exactly tread width, but it is the industry's chosen measurement standard.) ARTICLE CONTINUES BELOW ARTICLE CONTINUES BELOW In the Miata's optional 195/50R15 size, tire choices seemed to be either race compound tires with a fruit-fly lifespan and aquaphobia, or tires best suited for an aging minivan — just what we'd wanted to avoid. Moving to a 205/50R15 resulted in a livable 1.8-per-cent increase in overall diameter, for a speedometer error of just 2 km/h at 100 km/h, and opened up far more options. Based on positive reviews, we settled on the still very performance-skewed Falken Azenis RT615K+. Falken's specs showed an approved rim width range of 5.5-7.5 inches. ('Rim' is the part of the wheel where the tire mounts.) Research, coupled with our desire to stay close to stock in order to avoid clearance issues in the Miata's apparently cosy wheel wells, prescribed a maximum seven-inch width. Fortunately, some 15x7-inch wheels with the correct bolt pattern, in a close-to-original offset, were available; Konig's lightweight 'Heliogram' wheels got the nod. So what would happen if we'd found a 5.5-inch or 7.5-inch wide wheel? Clearance aside, would it make a difference? Yes. The Azenis's 'measured rim width' is 6.5 inches. That's the ideal rim width, the one where the tire's section width matches its specs. Per an industry rule-of-thumb, each half-inch in rim width changes the section width by two 10ths of an inch — approximately five mm. With our 205 example, on a 5.5-inch wheel, it'd decrease to 190 mm; on a 7.5-inch wheel, increase to 215 mm, with corresponding changes to actual tread width at the pavement. So what? Well, not only does this difference change the size and shape of the contact patch, the hand-sized area where your tire actually touches the road surface, and where all traction occurs, it also changes the relationship between the tire sidewalls and wheels. ARTICLE CONTINUES BELOW ARTICLE CONTINUES BELOW While on your average pickup or crossover these differences would have a lesser impact, a 2022 test by tire retailer Tire Rack of nine wheel/tire width combinations on identical Subaru BRZs showed that choosing the proper wheel width can be the difference between clumsy handling and slow-reacting steering, and crisp, precise responses plus higher limits. It can also influence the quality of the ride, as tires that are stretched to fit a wider wheel may have less sidewall compliance to absorb minor bumps. Substantial changes in tire diameter — that is those that fall outside of the auto-industry's accepted recommendation of a limit of three per cent, can create issues with gearing, and be detrimental to performance, driveability, mileage, even braking. Those wishing to 'go big or go home' need to understand that other mechanical changes, may be required — from updating engine management software to replacing differential gear sets and suspension components. In changing tires and wheels, it may be wise to seek the advice of a professional, so you can enjoy the final result. Ask a Mechanic is written by Brian Early, a Red Seal-certified Automotive Service Technician. You can send your questions to wheels@ These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.
