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Forbes
15 hours ago
- Automotive
- Forbes
Comparing The 2025 Lotus Emira V6 and Porsche Cayman GTS
While not as populous as it once was, the new sports car market is stacked with excellent hardware. With lively powertrains, extensive chassis and suspension tuning, sharp looks, and pique automotive technology supporting it all, it's a great time to be in the market. Especially for anyone after something higher-end from Germany or the United Kingdom, and with just over $100,000 to spend. The 2025 Porsche 718 Cayman GTS 4.0 and Lotus Emira V6 start at $101,695 and $102,250, respectively, and couldn't be more evenly matched in their ability to put a smile on any enthusiast's face. Both produce around 400 horsepower from their mid-mounted engines, are available with a manual transmission and possess just two seats in their cabins. I recently had the chance to drive each of these six-speed manual-equipped luxury sports cars within a three-week timespan, and they both arrived with around 500 miles on the odometer. This comparison couldn't be more perfect; here's how they stack up against each other. Exterior and Interior The quickest of glances reveals each model's sporting intentions. They're low-slung and focused fare, with pronounced front and rear fenders and hatches in place of conventional trunk lids, plus energetic facial expressions by way of their respective grille, headlight, and front bumper designs. But each conveys sportiness in a different way—no matter color, the Porsche is more understated, ready to blend in with normal traffic. The Lotus is more angular, and, with such large vents straked across its rear fenders and doors, conjures up an aesthetic that's usually reserved for Ferrari and McLaren. They're both handsome little devils, and it's truly up to the eye of the beholder which they'd rather accumulate mileage in as a weekend toy, spicy daily commuter, or both. Inside, it's harder to differentiate between the two. Materials are well-appointed with leather and Alcantara throughout, a comfortable sports car driving position, and a center infotainment screen that's small and out of the way. Both felt like they underwent thorough quality control in rooting out squeaks and rattles, though the Lotus is ever-so-slightly lacking here—there's also less insulation between the seats and engine, so you hear more of what's going on back there. Again, personal preference, and both have their fair share of road and tire noise. Two areas where the Cayman has a clear advantage is cargo room and visibility. It's easier to see out of it—although the Emira isn't terrible—and it has quite a lot more storage between its trunk and frunk. However, there are interesting trade-offs between the two: The Lotus may only have a small trunk area, but it has much larger door pockets and interior storage. On the other hand, the Porsche has miniscule door pockets and not much for interior storage besides a small shelf behind the seats and the glovebox—its center armrest flips up to store exactly one average-sized cell phone, and nothing more. Connectivity-wise, the Emira reigns supreme, but that's not saying much, as it has two USB-C ports as opposed to the Cayman's single USB-A. Neither possesses the best cupholder design, but at least the Cayman's two flip out from the dashboard in front of the passenger, whereas the Emira's are rather small and inconveniently placed right behind the shifter. Finally, interior space is quite good between the two. My tall, lanky stature fit in both quite comfortably with lots of headroom, though the Porsche was just a bit more spacious and airy, and its seat felt tailor-made for me, too. The Lotus' dimensions are more condensed, but not to an annoying degree, and its seat felt like it was better-suited for someone standing a few inches shorter. Inputs In our modern era of electrically assisted power steering reigning supreme, and gears being selected by way of hydraulic pressure, this may be the most important trait between the Cayman and Emira. The Porsche has the best-of-the-best on the electric end of the steering spectrum: It loads up in corners, has great feedback, and even cues you in on available grip and road texture quite well. And, because it's electric, if you choose to just cruise around in comfort and not think about these things, it'll ensure you never have to. The Lotus' hydraulically assisted rack is all this and more; you feel so much of what's going on at the front end, it's so busy and granular. Not to any unsettling degree, but you do have to keep a firmer grasp on it across awkwardly cambered surfaces and large bumps. Like their respective designs, this one's a toss-up—it all comes down to personal preference. It's a pleasure to shift one's own gears in 2025, and both the Porsche and Lotus offer it free-of-charge at their base MSRPs. The Baden-Württemberg bruiser gets the upper-hand in this department—its shifter has perfect spring and a very positive and smooth engagement. The Emira is still a treat, but is clunkier in its operation and smooth/fast shifts are harder to master. However, the Emira edges past the Cayman in the pedal box. While not for every shoe size, I absolutely adored the Emira's formula car-like dimensions, as it made for very precise inputs and the perfect heel-toe downshift felt like a real accomplishment. The Cayman wasn't bad here, but spacing between the brake and gas—on either axis—wasn't quite as ideal. In terms of braking inputs, themselves, I also preferred the Emira's firmer and grabbier offering, whereas the Porsche's had a hair too much initial softness. Performance These two European sports cars continue to be neck-and-neck in regards to their respective outputs. The Cayman's naturally aspirated 4.0-liter flat-six produces 394 horsepower and 309 lb-ft of torque, whereas the Emira V6's 3.5-liter supercharged V6 puts out 400 and 310, respectively. Considering the former's 3,196-pound curbweight, and the latter's 3,279, there couldn't be a closer match. As tested by Car And Driver, they're within a half-second of each other's 0-60 time. It's even tougher when you start pondering each powerplant's respective personality. The 4.0's deep howl was legitimately intoxicating—I wanted to drive the Cayman as much as possible, just to hear its angry bark from the 3,000 RPM and higher. But then, the same goes for the Emira—while higher-pitched and sharper, it too sounded awesome from the mid-range and beyond, and the harmonizing supercharger whine was simply beautiful. Finally, one area where there's a clear advantage: Gearing. The GTS is geared rather long, so it took some readjusting in my brain to determine the best cog to be in while ripping through my favorite test roads. Enthusiasts say this is to help sandbag it against Porsche's coveted 911 badge, which makes sense, but I wouldn't say it was bad. Rather, not as ideal. The Emira's gearing was much more natural and akin to what you'd expect from a small sports car, therefore it's at the top of the podium in this category. Driving Experience Finally, it all comes down to how each of these little mid-engine monsters take on a fun, twisty road. But, yet again, it's quite hard to select a clear winner. They're both eager to turn in, have great overall communication, and respond with the slightest amount of roll to help key drivers in on how much lateral G each tire's contact patch is putting up with. Well, the Cayman does so with adaptive dampers (Sport was my preferred overall setting), whereas the Emira does so with conventional passive units, but both are excellent. Even though the Cayman has MacPherson suspension up front, whereas the Emira is double-wishbone all around. Since the Emira has less bodywork and equipment ahead of the front axle, it feels slightly more lively. But the Cayman is no slouch here, either. They both have blissfully low centers of gravity, and no self-respecting cornering aficionado would gripe about their sizes on the road—between the two, you feel like it's easier to safely carve the line you want, inside your lane, unlike a lot of bloated high-performance sedans these days. The Lotus feels more like an event, thanks to more interior noise, having to climb down into it, and its more exotic looks and driving position. The Porsche, while more refined, is also a real treat to plop down into, hear the guttural anger of its 4.0 across the entire rev band, and generally enjoy in any scenario. They're both enthusiast-comfortable in daily driving, though, the Porsche rides just a tad smoother, thanks to its adaptive dampers. Here, it's a draw. Prospective owners will simply have to drive both and go from there. Two Brilliant Sports Car I was thrilled to get to drive the 2025 Porsche 718 Cayman GTS 4.0 and Lotus Emira V6 within a few weeks of each other, and with both having around 500 miles on their odometers. They're both top choices in the high-end European sports car market—it's incredibly tough to argue with either. The Emira is also available with a Mercedes-AMG-sourced turbocharged four-cylinder and dual-clutch automatic gearbox, which is also a lot of fun, but the stick-shifted V6 is my preferred iteration. The Cayman and Emira V6 handle, steer, and accelerate brilliantly, and their inputs are truly top-shelf. It would take a lot of pondering and soul-searching to decide between either, especially if purchased as new. However, with the Cayman reportedly ceasing production this fall, the decision process may be a bit easier. I'm still pulling for Porsche to come out and say that a new gasoline-powered Boxster/Cayman generation is on the way, but time is ticking. The Emira won't be around much longer, either, so get in while the gettin's good.
CNA
4 days ago
- Automotive
- CNA
The iconic Corvette is in Singapore and you can catch the Stingray at this pop-up
You've seen it in Knight Rider and Miami Vice – if you were a kid in the '80s, that is. Now here's your chance to catch the iconic Corvette up close in person as the legendary American sports car brand makes its Singapore debut at a week-long launch pop-up in Ion Orchard from Jul 28 to Aug 3. For the first time in history, Corvette will finally arrive on our shores, as Alpine Motors has been appointed the exclusive dealer for General Motors, which manufactures the celebrated two-door, two-seater sports cars under the Chevrolet marque. The Corvette showroom will also open on Jul 28 (Mon) at 1 Commonwealth Lane, where the first model – the Corvette Stingray – will be available for purchase in limited units. 'Singapore is a highly advanced market with consumers who understand and appreciate the latest technology and innovation in the auto sector, so General Motors is launching in Singapore to further expand our global presence and offer our brands and products in key markets around the world,' said Hector Villarreal, president and managing director of General Motors Asia Pacific, in an exclusive interview with CNA Luxury ahead of the launch. As one of the world's most celebrated sports cars with a racing pedigree spanning victories at Le Mans, Daytona and more, Corvette also has the distinction of being the longest continuously produced passenger car nameplate in world history over 70 years. The brand has been growing its international footprint in recent years and the Singapore launch follows on the heels of Corvette's entry into new markets such as Europe, Japan, Australia, and New Zealand, with right-hand drive vehicles specifically built for these markets at Corvette's plant in Bowling Green, Kentucky. 'We are so excited to see Corvettes on the roads in Singapore – it will be a truly iconic sight,' shared Villarreal. AN AMERICAN ICON UNMATCHED IN HISTORY Inspired by Formula One racing and F-22 and F-35 fighter jets, the Stingray's distinctive design and canopy-forward stance embodies Corvette's racing pedigree; a striking articulation of how every curve is engineered to exude performance. 'The Corvette Stingray is a modern expression of an American icon that we believe customers in Singapore will love,' said Villarreal. 'It is a beautiful, sculpted car that makes a daring statement with aerodynamics and a gorgeous functional form.' Its low, wide stance and sleek coupe profile hints at high-performance and razor-sharp handling, with this 6.2-litre V8 unleashing 495 horsepower and galloping from 0-100km/h in a blistering 2.9 seconds. Top speed? A mind-bending 312 km/h. Inside, the driver-centric cockpit embraces the driver like in a fighter jet, crafted with premium materials plus a Bose sound system for entertainment. The vehicle is also equipped with an industry-pioneering Performance Data Recorder, an onboard advanced driving analysis tool that records for both circuit and point-to-point road courses. In true sports car fashion, a lightweight, 3.2mm-thick glass panel on the rear hatch shows off the engine bay, while spacious dual trunks at the rear are designed to hold luggage or up to two sets of golf clubs – a welcome rarity in high-performance vehicles such as this. Now for car enthusiasts looking to be part of this history-making moment and owning one of the first Corvettes available in Singapore, the Stingray is priced at S$648,000 (without COE), with the Z51 Performance Package available as standard. It features a track-tuned suspension, performance exhausts, larger brakes, Michelin Pilot Sport 4S ZP summer tires, and other upgrades designed for peak performance. 'What I really like about Corvette is that it is not an everyday car,' said Villarreal. 'I have driven previous models during my tenure with General Motors and they were all designed for the track but the Stingray is different – it is a mid engine supercar that is not only incredible to drive on the track, but also amazing to drive on the road. It outshines its competitors on the road and on the track, and its performance is unmatched to any Corvette in our history,' he explained.
Yahoo
7 days ago
- Automotive
- Yahoo
Mercedes-AMG GT Track Sport Teased As Porsche 911 GT3 RS Fighter
Mercedes-Benz is clearly aware that the second-generation AMG GT is not the sports car the first-generation car was. It's compromised because it shares its platform with the latest SL-Class and has morphed into a 2+2 situation. On Friday, the AMG team in Affalterbach released teaser images and a handful of words about the Concept AMG GT Track Sport, but this thing looks like anything but a concept. It looks like a near-production-ready car. And it's clear the teaser images are a way to give cover so this sports car can start testing on race tracks and public roads without wild speculation. A V8 engine is confirmed under the hood, and it's hard to imagine it's not the AMG team's twin-turbo setup with a hot-v design. Expect well over 600 horsepower, a 9-speed automatic transmission, and of course, a limited-slip rear differential. Adaptive shocks and huge (carbon ceramic?) brakes should keep things controlled. This coupe looks the part. Despite the camouflage, we can see a swan-neck rear wing and massive front splitter. A wheel lying on the ground next to the car appears to be wrapped in a Michelin street-legal tire, possibly a Cup 2 R, which would be both street legal and track-ready. It looks like a Porsche 911 GT3 RS fighter. Details are slim at this point, but Mercedes called this coupe an 'uncompromising sports car concept,' and noted it's meant to 'set record lap times.' Seems Mercedes' AMG team took it personally when the Porsche 911 GT2 RS with a Manthey Performance Kit lapped the Nürburgring in 2021 in just 6:43.3, which handily bested the 6:48 it took the old AMG GT Black Series. One has to imagine this 'concept' is out for revenge on the Green Hell. Mercedes did say the GT family is not complete, which much all but confirms the word concept in this car's name is anything but meaningless. This is happening. Got a tip? Send us a note at tips@
Auto Blog
23-07-2025
- Automotive
- Auto Blog
Larkin Feroxa Is A Naturally Aspirated Sports Car With Up To 12 Cylinders
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Larkin Special Vehicles Announces Itself As is the case every year at the Goodwood Festival of Speed, there's so much going on that absorbing all of it is simply impossible. Established automakers show off why they still deserve the public's attention, and newcomers aim to capture some of that interest for the first time. This year, one of those newbies was Larkin Special Vehicles, which presented an incomplete prototype of its new Feroxa sports car, and although there's still lots to learn, what we see so far is exciting. 0:08 / 0:09 What is the Jeep Wrangler 4xe Backcountry? Watch More Designed by former Aston Martin and Jaguar Land Rover engineer Douglas Larkin, the Feroxa is based on the 2006-2018 Aston Martin Vantage, and that means two engine options… V8 Or V12 On Offer Customers supply their Vantage in right- or left-hand drive, and Larkin modifies the bonded aluminum chassis to accommodate a new carbon fiber body, aiming to keep weight below 1,300 kilograms or 2,866 lbs. That low figure means the original 4.3-liter V8 is worth sticking with, though a new exhaust with custom headers helps boost output from 380 horsepower as standard to 420 hp here. Should you want more grunt, Bamford Rose can further tune the V8. Either way, the Graziano six-speed manual transmission is retained with a lighter flywheel. If you start with the V12 model and its 5.9-liter engine, over 500 ponies will be available; Aston Martin offered between 510 and 592 hp when the naturally aspirated 12-cylinder Vantage was on sale. Larkin makes no mention of the seven-speed dog-leg manual in the V12 Vantage S, but it's likely that most commissioning buyers will start with something a little less special (only 351 examples of the V12 Vantage S were built – 260 coupes and 91 roadsters). Only 10 Examples Will Be Built Rotiform DTM wheels (replicas of the classic OZ Racing Ultraleggera design) fill the arches, giving the speedster a racy look, but we hope to see higher-quality wheels fitted to the final product; cast imitation wheels don't belong on a six-figure sports car. The interior of the car was also a mess at Goodwood, but Larkin expects to complete its prototype by the end of the year, with a full reveal planned for next spring. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. By then, it's possible the entire run will be sold out as Larkin will only produce 10 of these new Feroxa sports cars, though an exact price has yet to be announced. With a long hood over a naturally aspirated V8 or V12, a manual transmission, a pert rear end housing the driven axle, and an open top, the Feroxa has all the ingredients of a classic sports car recipe. We only hope the final product won't be half-baked. About the Author Sebastian Cenizo View Profile
Motor 1
11-07-2025
- Automotive
- Motor 1
Lexus LFR Supercar Interior Revealed
The new Toyota/Lexus sports car duo is back for day two at the 2025 Goodwood Festival of Speed. Both the road-going model and its race car counterpart have already climbed the famous hill again, but what really caught our attention was the post-run interview with the development drivers. We've learned that the cars have been in the works for over four years, with circuit testing kicking off about a year and a half ago. They're still not quite finished, but judging by the interior, the official reveal can't be far off. Since there are no press shots available yet, we'll have to make do with screenshots from the livestream, which show the cabin of the street-legal version. Photo by: Goodwood We used Photoshop and a bit of AI wizardry to enhance the brightness and exposure of the top image, bringing out more details. The unedited screenshot is attached right above. Featuring a predominantly red interior, the LFR (name confirmed) comes with a pair of carbon bucket seats separated by a wide center console. While a manual gearbox was never realistically expected, the new Lexus (or is it Toyota ?) supercar features a small selector for the automatic transmission. The two-tone dashboard hosts a decently sized touchscreen and what appear to be physical switches located just below. Unfortunately, there are also some piano black accents and hexagonal side air vents. Much like the instrument cluster, the rearview mirror is digital, displaying footage from a rear-facing camera. Overall, the cabin feels more like that of a true sports car compared to the RC F it's supposedly replacing. That would make sense, considering the LFR is believed to be a road-going version of the Toyota Gazoo Racing GT3. Lexus still won't confirm what powers the two-seater coupe, but based on the sounds both cars are making at the Goodwood Festival of Speed, a V-8 seems highly likely. Whether it's twin-turbocharged and/or hybrid remains to be seen, though that's what reports from Japan are claiming. Photo by: Goodwood The GR GT3 is expected to start racing in 2026, four years after the namesake concept debuted at the Tokyo Auto Salon. That suggests the wait is nearly over, not just for the race car, but also for its street-legal counterpart. The Toyota version will likely remain track-only, while the Lexus is expected to be the one with a license plate. Look for both to be revealed either later this year or in early 2026. Toyota GR GT3 Concept 18 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
