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Auto Blog
14 hours ago
- Automotive
- Auto Blog
Alpine's New A390 Is a Performance EV Crossover With French Flair
Alpine aims to take on the big names In recent years, legendary French performance and sports car brand Alpine has been reimagining itself as a performance-oriented electric car brand. Last year, the Renault-owned marque launched its first electric car, the A290, a compact hatchback designed to be a faster and more agile version of one of its parent company's smallest offerings. Previous Pause Next Unmute 0:00 / 0:09 Tesla sales in Europe drop yet again Watch More But if sales figures are any indication, many electric vehicle customers are opting for the kind of space and usability found in crossovers like Tesla's Model Y and BYD's Seal U. However, Alpine's lineup of electric vehicles is expanding, and its latest offering is its take on other cars from the popular segment. Alpine A390 GTS — Source: Alpine Meet the A390, the electric 'sport fastback' Alpine has recently unveiled the A390, a five-door electric crossover that it insists you call a 'sport fastback.' Based almost entirely on the A390_β (beta) concept, the new Alpine takes some crucial styling cues from its A110 sports car and remixes them into a package that looks a little more futuristically aggressive and edgy than most crossovers on the road. From the outside, the A390 slightly resembles the A110, as subtle and sporty features like hidden and flush door handles and a sloped roof give the top half of the crossover the same distinct shape. At the same time, Alpine has also given the A390 some aggressive looks to separate itself from its 'egg-shaped' competition, including triangular-shaped LED cutouts, pencil-thin headlights, and oversized air intakes on the front bumper. Alpine A390 GTS — Source: Alpine 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. The A390 may blend modern and futuristic styling, but it is Alpine's biggest car ever. Its raw numbers show that it has a 106.6-inch wheelbase and measures 181.7 inches in length, 74.2 inches in width, and 60.3 inches in height. Underneath the stylish skin, Alpine proves that it means business with its performance. The new A390 rides on Renault's AmpR Medium platform, which is also used in the Renault Megane E-Tech, Scenic E-Tech, and the Nissan Ariya. However, it features some tweaks for a better driving experience, including an all-wheel drive system with an Active Torque Vectoring system to enhance its handling in the corners. Alpine A390 GTS — Source: Alpine Its power matches its looks The A390 comes in two different trims: the GT and GTS. Both feature a tri-motor setup with one motor in the front and two in the back. The base GT model delivers 396 horsepower and 480 pound-feet of torque, capable of 0-60 mph in 4.8 seconds and a top speed of 124 mph. Conversely, the GTS makes 463 hp and a massive 596 lb-ft of torque, cutting the 0-60 time to just 3.9 seconds and bumping the top speed to 137 mph. Both versions use an 89 kWh lithium-ion battery that provides 323 to 345 miles of WLTP range and can be charged at charging stations offering up to 190 kW DC fast charging. The A390 also features a steering wheel-mounted 'overtake' function that provides a boost of power for approximately 10 seconds, although it takes 30 seconds to cool down before it can be used again. In addition, Alpine's two distinct 'Drive Sound' profiles, called 'Daily' and 'Sport,' feature different synthetic engine sounds that can be adjusted according to your mood or throttle position. Alpine A390 GTS — Source: Alpine The Alpine A390 shares much of its interior with other Alpine and Renault models, including familiar bits like the steering wheel, drive selector, and dashboard electronics. A 12.3-inch digital gauge cluster and a 12-inch 'portrait mode' infotainment screen with some physical switches are pointed toward the driver. However, some Alpine-specific features suggest this is a more premium offering than other models. Top-of-the-line A390 GTSs get Nappa leather Sabelt bucket seats with massage functionality and a 13-speaker, 850-watt Devialet audio system. Pricing has not been announced yet, but it's pegged to be competitive against electric rivals like the $75,300 Porsche Macan Electric and the $109,000 Maserati Grecale Folgore. Alpine A390 GTS — Source: Alpine Final thoughts Alpine is currently offering the A390 solely in Europe, as it is putting its plans to expand to the U.S. on hold due to the tariff situation. Initially, the brand was due to launch in the States during the 2027 model year. Politics aside, French cars are an anomaly in the United States. Though established car enthusiasts may stray away, I can picture a new generation of well-to-do people searching for the avant-garde, adopting the Alpine as their vehicle of choice.
Car and Driver
2 days ago
- Automotive
- Car and Driver
Tested: 1990 Chevrolet Corvette ZR-1 Is an Undercover Supercar
From the April 1990 issue of Car and Driver. A word of advice to you cynics in the audience: don't even think about brushing off the new ZR-1 as just a Corvette with more horsepower. After two weeks and 2179 miles with a production-line version, we're here to report that the ZR-1 is something else entirely. Its 375 hp does more than propel it to dizzying speeds—that massive allotment of power catapults the ZR-1 to a completely new plane, the rarefied realm where a car becomes more than just a car. To a certain cadre of knowledgeable enthusiasts, the ZR-1's reputation has already assumed mythic proportions. After a slew of rave pre-production reviews, this brutal Corvette has become a spiritual icon, ready to take its place in the car guy's house of worship next to such awe-inspiring legends as the Cobra, the Hemi, and the Countach. During our time with the ZR-1, we professional skeptics turned up ample evidence of its heroic status. Don Johnston | Car and Driver Item: An ad in the Chicago Sun-Times shows a Chicago-area Chevy dealer offering a new ZR-1 for $112,500, which is nearly double its list price. Item: A C/D editor is approached at a local eatery by a trio of college-age youths. "That your Corvette, sir?" one of them asks. "Yes, it is." "But it has square taillights." "Well, yes, it does." "But only ZR-1s At which point the three bolt for an up-close look, leaving behind a unanimous "Wow!" as they charge out the door. Item: On the test track, the car pictured here rips a 176-mph hole through the air as it barrels around the Transportation Research Center of Ohio's 7.5-mile high-speed oval. Among U.S.-specification production cars, only a healthy Ferrari Testarossa would be able to equal that performance. Don Johnston | Car and Driver It's been nearly twenty years since Chevrolet offered a Corvette with anything like this brand of speed (the last of the monster big-block engines was emasculated at the end of the 1971 model run), so it's not surprising that the faithful have been eagerly awaiting the 3000 ZR-1s that Chevrolet will produce this season. As fast as the legendary Corvettes were, the ZR-1 has more top end. And with its 4.6-second 0-to-60-mph time and 12.9-second, 111-mph quarter-mile clocking, it's the quickest-accelerating Corvette we've ever tested. It's also the quickest U.S.-legal production car on the market. Not even the Testarossa can stay with it through the gears. All of this makes the ZR-1 immune to the normal market forces at work on most other automobiles. This is not a car in the conventional sense; it's an object of desire, a toy, a piece of history. At this plateau, the standards of comparison change. Suddenly a lot of things don't matter anymore. It's silly to criticize a Testarossa for its antiquated switch gear or a Countach for its plain upholstery. Likewise, Corvette ZR-1s will be snapped up at premium prices regardless of whether they are exemplary all-around automobiles. But will they be valued for the right reasons? They will by everyone who buys a ZR-1 for the purpose of exercising it. If our two weeks behind the wheel taught us anything, it's that the ZR-1 is as exotic as any Ferrari or Lamborghini. It's just different, with its own special way of delivering its prodigious performance. And as with any exotic, to enjoy it you have to have a taste for the particular way it goes about its business. Don Johnston | Car and Driver If your taste runs to brutish, you'll love the ZR-1. That's no criticism. A ZR-1 in full song is a dead-serious automobile blunt and worthy of respect. Its bellicose engine note will fill your gut with adrenaline, and its raw power will make you think twice before burying your right foot in the carpet. You don't unleash this car casually. It's the ZR-1's engine, called the LT5, that sets it apart from standard-issue Vettes. Sure, the ZR-1's rear fenders are stretched and stuffed with massive 315/35ZR-17 rubber and its tail-end styling is slightly different, but only the cognoscenti will notice. The 375-hp, 32-valve, 5.7-liter V-8 is what puts the demon in this car's soul. The engine's sound alone will make you a believer. Plant your right foot in any gear at any rpm and you hear something wonderful. At 1500 rpm, the LT5 sounds flatulent and full, like a 1950s hot rod with glasspack mufflers. By 2000 rpm, you pick up the distant beat of drums. At 3000 rpm, the drumbeats turn into mulled machine-gun fire. By 4000 rpm, the engine note is loud and hoarse; now the LT5 is deep-breathing in earnest. From 4500 rpm to the 7000-rpm redline, the lusty V-8 emits a headstrong, metallic cry, like a giant circular saw ready to slice through anything in its way. Don Johnston | Car and Driver The sweetly violent soundtrack booming through the cabin is entirely appropriate considering what's happening outside. At full throttle in first or even second gear, the ZR-1 rears up like a startled stallion and lunges ahead. If the road is wet, it will spin its wheels all the way to 80 mph, despite its limited-slip differential. What's even more impressive is how long the thrill of acceleration lasts. Most cars begin to fade at 80 or 90 mph, but the ZR-1 hurtles on as if possessed. Keep the throttle down on a two-lane road and the trees blur into a turbulent tunnel. Bursts of 100 mph or more are possible even on short straightaways. As fast as the ZR-1 is, there is a practical limit to its performance. Even in the relatively uncrowded Midwest, it's hard to find enough clear, straight highway to wind the ZR-1 beyond 140 mph comfortably. Indeed, running a ZR-1 anywhere near its top speed will take cunning and planning. We went to the TRC oval to ensure that we could go nearly three miles a minute in complete safety. Don Johnston | Car and Driver This car's real worth only emerges when you use it hard, because if you don't, you'll forever wonder what all the fuss is about. If you baby the throttle and shift at 2500 rpm, the ZR-1 is as docile as any regular Corvette. Even an expert would have a hard time detecting that this is the wild-animal version. There is little to tip you off inside the cabin. From the driver's seat, the ZR-1 looks nearly identical to its less powerful stablemates. Only the 7000-rpm redline on the tach, the removable engine-power key in the dash (it lets you dial the engine's horsepower back by about a third to cool the ardor of curious parking valets), and the bothersome glare of the "full engine power" light distinguish it from its lesser brethren. Don Johnston | Car and Driver Easy driving also reveals that the ZR-1 comes standard with all the vices and virtues of normal Corvettes. The fiberglass body creaks and groans—our brand-new test car loosened up considerably in the short time we had it—and the big glass hatch flutters annoyingly at high speed. Everyone who drove the car complained about the zoomy, new-for-1990 dash and its hard-to-read instruments. Nor is the interior's fit and finish anywhere near what it ought to be for a car in the 30-grand range, let alone one costing nearly twice that much. Of course, the ZR-1 also delivers all of the good things we've come to expect from Corvettes. Once again we find ourselves singing a chorus of praise for the Vette's race-car-sharp handling. (Experts will detect more understeer than in the standard car, thanks in part to the ZR-1's wider rear tires, which provide more bite at the back.) The massive, ABS-equipped brakes are superb. The cockpit-adjustable shock-absorber system works admirably, and the six-speed manual gearbox—the only transmission offered—is a joy to row. Don Johnston | Car and Driver It's the ZR-1's split personality that distinguishes it from the rest of the world's exotic iron. Compared with, say, a Lambo or a Ferrari, the ZR-1 is almost invisible; you don't encounter inquisitive stares every time you roll up to a stoplight. Passers-by never pigeonhole you when you're trying to make a clean getaway. If what you really want is attention, buy something else. Only a few knowledgeable enthusiasts will ever recognize a ZR-1 for what it is. To us, that's all part of the ZR-1's appeal. This is a thrilling car for driving; who cares if it's a complete bust at posing? The ZR-1 thumbs its nose at the famous-label exotics and delivers the goods in its own distinctive, cut-to-the-chase style. Maybe you like that kind of car, maybe you don't. We know which side of the argument we come down on: the new ZR-1 isn't just another Corvette. It's the Corvette. Counterpoints First things first. The ZR-1 is the best Corvette ever built. It easily outshines the revered L88s, LT-1s, and fuelies of yore. As great as those cars were in their day, none of them comes close to the ZR-1 in performance and handling. (I'd bet that a ZR-1 could even outgun a 427 Cobra on the racetrack.) Best of all, the ZR-1 is more comfortable and everyday-usable than a 176-mph car has a right to be. That said, I doubt that the ZR-1 will win over many Porsche or Ferrari aficionados. Despite its princely price, it still suffers the squeaks and rattles that plague regular Vettes. And it shares the same ergonomic shortcomings—gauges with needles that move down as temperatures move up, a cheap-looking gray dash littered with tacky orange lettering, and a blazing warning light that lasers into your eyes at night should you have the effrontery to leave the valet key in the "full engine power" position. None of this dilutes the joy that the ZR-1 brings to confirmed Vette fans. But the infidels will likely remain unconvinced. —Csaba Csere The Corvette ranked as my favorite car when I was fifteen and TV brought Route 66, wherein a Vette and two studs had their way with America. In the meantime came much experience with many cars. So I've been mortified every time the Vette was voted among our 10Best Cars. It represents a very blunt instrument: big tires and torque, little finesse or quality. Five years ago, our long-term Vette fell apart faster than it had been slapdashed together. It drove and creaked like a rolling hinge. Now the garden-variety Corvette has been surpassed by Nissan's sensational 300ZX Turbo. The fearsome ZR-1 blows off both but fails to improve on the all-around (sub)standards of the regular Vette. Despite its extra engine technology, the ZR-1 can't damp the coarseness common to all Chevy V-8s. The huge tires give good "g" but jerk you laterally over pavement ruts and seams. Nothing major feels as if it were about to fall off, but I still fear finding the pedals awash in nuts and bolts. If my feet are going to fail me, I'd rather it be my fault. —Larry Griffin Corvettes have always been like grain alcohol to me: all punch without much taste. I like sleek, fast two-seaters, but for all the potential promised by the regular Corvette—including the arrival of the fine six-speed transmission in 1989—its squeaks, shakes, and front-heavy feel prevent the car from being either rewarding or appealing. The ZR-1 is different. It's easier to drive than any Corvette I've known. Very easy, in fact, for a machine capable of reaching 176 mph and leaping to 60 mph in 4.6 seconds. Its 375-horsepower V-8 lies tame at idle and answers your commands more smoothly than the overhead-valve base engine. The ZR-1's suspension, switched to the lightest, Touring setting, is controlled and honest: you feel the road, and the feedback is welcome rather than painful. With some luck, the ZR-1's refinements and chassis development will eventually trickle down to the more accessible base car. Which would certainly give the regular Corvette the taste I'm looking for. —Phil Berg Specifications Specifications 1990 Chevrolet Corvette ZR-1 Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 3-door targa PRICE Base/As Tested: $32,479/$59,675 Options: ZR-1 package (consists of LT5 5.7-liter DOHC V-8, 11.0 x 17-in rear wheels, P315/35ZR-17 rear tires, ZR-1 bodywork, Z51 suspension with FX3 adjustable shocks, leather sport seats, 6-way power seats, low-tire-pressure warning system, sound system, and heat-absorbing windshield coating), $27,016; automatic climate-control system, $180. ENGINE DOHC 32-valve V-8, aluminum block and heads, port fuel injection Displacement: 349 in3, 5727 cm3 Power: 375 hp @ 5800 rpm Torque: 370 lb-ft @ 5600 rpm TRANSMISSION 6-speed manual CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.0-in vented disc/12.0-in vented disc Tires: Goodyear Eagle ZR F: P275/40AR-17 R: P315/35ZR-17 DIMENSIONS Wheelbase: 96.2 in Length: 176.5 in Width: 74.0 in Height: 46.7 in Passenger Volume: 49 ft3 Cargo Volume: 18 ft3 Curb Weight: 3527 lb C/D TEST RESULTS 60 mph: 4.6 sec 100 mph: 10.6 sec 1/4-Mile: 12.9 sec @ 111 mph 130 mph: 18.7 sec 150 mph: 30.0 sec Top Gear, 30–50 mph: 12.4 sec Top Gear, 50–70 mph: 12.3 sec Top Speed: 176 mph Braking, 70–0 mph: 162 ft Roadholding, 300-ft Skidpad: 0.87 g C/D FUEL ECONOMY Observed: 14 mpg EPA FUEL ECONOMY City/Highway: 16/25 mpg C/D TESTING EXPLAINED Reviewed by Rich Ceppos Director, Buyer's Guide Rich Ceppos has evaluated automobiles and automotive technology during a career that has encompassed 10 years at General Motors, two stints at Car and Driver totaling 20 years, and thousands of miles logged in racing cars. He was in music school when he realized what he really wanted to do in life and, somehow, it's worked out. In between his two C/D postings he served as executive editor of Automobile Magazine; was an executive vice president at Campbell Marketing & Communications; worked in GM's product-development area; and became publisher of Autoweek. He has raced continuously since college, held SCCA and IMSA pro racing licenses, and has competed in the 24 Hours of Daytona. He currently ministers to a 1999 Miata, and he appreciates that none of his younger colleagues have yet uttered "Okay, Boomer" when he tells one of his stories about the crazy old days at C/D.
Motor Trend
2 days ago
- Automotive
- Motor Trend
New, 8th-Gen Toyota Celica In Development, and It Might Get an Engine
The renderings of a revived Toyota Celica sprinkled across the internet don't have the coupe's look quite right, according to Toyota executives. But they're not denying that work continues on a new vehicle that would bring back the storied Celica name. If you're scratching your head, it's because you might not have been born when Toyota last offered a sporty two-door Celica coupe, which went out of production in 2006 at the end of the seventh-generation model's run (pictured at top). 0:00 / 0:00 'Bottom line is we are working on a product that could theoretically go by the Celica name If we can figure out how to pull it off and it gets approved,' says Toyota senior vice president of Product Planning and Strategy for Toyota North America Cooper Ericksen. But all the AI renderings to date are wrong and fake, he added in an interview with MotorTrend. What is not fake is that development continues on a would-be Celica. Prototypes and ideas have been shown to dealers. Mules are running around testing powertrains. Last November an executive in Japan, at a fan event at Rally Japan, told the crowd Toyota was making the Celica. But the North American executives have not been told that officially. And it is possible that a new Celica has been approved for sale in Japan first. Celica Name Has Cache 'We'll see if it gets finally approved,' said David Christ, general manager of the Toyota Division for TMNA. 'Obviously the brand name has a lot of good history in the U.S. We'd love to have more offerings that are fun to drive.' 'People are talking about it,' Ericksen says. 'It's a pretty advanced development.' Toyota has development prototypes running around, testing future powertrains for GR products and yes, there is a running mule for a future Celica. Asked if the Celica would have some degree of electrification—after all, Honda's revived Prelude coupe, a natural competitor for a new Celica, is a hybrid—the product planner said Toyota has unique powertrains for many different purposes. 'Akio [Toyoda, chairman of Toyota Motor Corp.] has said when it comes to specialized GR performance products, it is very difficult to replicate that emotional driving feel out on track with something other than traditional ICE (internal combustion engine). So, while there could be a motor in a future Celica, 'I'm not closing the door to a vehicle that is ultra lightweight, that has a super advanced system but is still a traditional ICE. It could be something that does not have an electric drive.' Ericksen does not know when we will see the Celica, in part because it is a global product and is not being developed in North America. 'It's a big wait and see. I'm just hopeful that we can get something.' So are we. It'd be yet another push in a sporty new direction for Toyota, which has been steadily upping the dynamic game of its mainstream Camry sedan while bringing out hot stuff like the turbocharged, all-wheel-drive GR Corolla hatchback, keeping the GR86 sports car alive, and hinting that there will be a next-generation Supra.
The Sun
2 days ago
- Automotive
- The Sun
Iconic carmaker discontinues fastest EVER model branded ‘agile & smooth'.. but firm's boss is already teasing its return
AN ICONIC carmaker is set to discontinue production of its beloved fastest-ever model. Toyota has confirmed it will cease making its "agile and smooth" Supra early next year, although one of the carmaker's bosses has already hinted at the iconic car's successor. 4 4 4 The Supra has a rich history among car enthusiasts, with five generations of the sports car having been produced since its introduction in 1978. Toyota's fifth-generation Supra entered production in March 2019, a staggering 17 years after production ended on the fourth-generation A80 cars. Described as a "handsome" vehicle, the Supra is powered by a 3-litre six-cylinder turbo engine, which packs a whopping 340hp with 500Nm of torque - helping it to sprint from 0 to 62mph in just 4.3 seconds. However, the iconic motors, which are produced at a Magna plant in Austria, will cease being made from Spring 2026, reports Motortrend. A Toyota boss explained it was "not cost-effective" to give the low-volume car the upgrades needed to meet new and pending global regulations. However, not all hope is lost for Supra enthusiasts, as there have been hints of a next-gen Supra entering the market, although it is unclear when this will be. Senior Vice President of Product Planning and Strategy for Toyota Motor North America Cooper Ericksen said: "It would be logical that we would have a next-gen Supra - but when and how is still TBD." He confirmed that there would "definitely" be a gap between the end of the current GR Supra's production and the start of the next motor's manufacturing. However, he said the company aims to have a gap that is "significantly less" than the 17 years seen previously between the A80 and GR Supra. It is also unclear whether Toyota will continue to keep its partnership with BMW to develop the next Supra, having collaborated with the German carmaker for the current GR motor. Inside Toyota's UK production plant as it builds five MILLIONTH motor since first Carina E rolled off the line in 1992 General Manager of the Toyota Division for Toyota Motor North America David Christ said the company would "love to build a next generation Supra", but the company has not officially announced plans to do so. Toyota is at a busy stage currently, having just introduced the 2026 RAV4, which includes a number of new technologies which will eventually be rolled out to countless of its other models. Explaining the end of the Supra's production, Ericksen said: "A product like Supra, it's made it to a point where now we have a Final Edition and the reason is it's just not cost effective with all the new regulations and investment we have to make." In a review for The Sun last year, the Supra was described as a "chunky beast" that "packs a punch". It retails for £58,580 and can reach a top speed of 155mph, albeit with a fuel economy of 34mpg and CO2 emissions of 183g/km. TOYOTA TO INVEST £40 MILLION IN UK PLANT This comes as Toyota is reportedly planning to invest a whopping £40 million to build a new vehicle assembly line in the UK. The Toyota plant at Burnaston could be in line for a major investment, as the company weighs moving production for the US market from Japan to Derbyshire. The car maker plans to invest around £41 million to set up a new production line dedicated to making GR Corollas, according to Reuters. Toyota has denied that Trump tariffs are behind the potential shift, despite taxes on Britain being 10 per cent compared to Japan's 25 per cent. In light of the potential move, Japanese automaker Toyota revealed that new cars could be added to the European market. Currently, the GR Corolla is only available in Japan and is exported to North America and select other markets. Burnaston plant currently produces the Corolla hatchback and estate for the UK and European markets, but production rates could significantly improve with the proposed investment. A new production line could be operational within 12 months, with reports suggesting that Japanese engineers may temporarily relocate to Derbyshire to assist with the transition.
Yahoo
2 days ago
- Automotive
- Yahoo
Think You Can't Afford a Sports Car? These Rides Under $30K Prove You Wrong
For many driving enthusiasts, the desire for a proper sports car runs deeper than a need for speed or status — it's about the experience. And the experience isn't all about power either — a light chassis, mechanical connection, and a soothing exhaust note are more than enough to keep you silly with a smile. Carving corners in a slow, cheap, engaging sports car is far more enjoyable than a quick, watered-down electric vehicle, for example. Unfortunately, in a world dominated by crossovers and SUVs, sports cars have become a luxury few could afford. And since the importance of a spec sheet overshadows that of any subjective factor, 0 to 60 mph times have become more important than a fun driving experience. Fortunately, all hope isn't lost, and driving bliss doesn't have to cost a fortune. If you know where to look, you'll find plenty of affordable sports cars for sale on the used market — all below $30,000. Every car in this list can be found for under $30,000, based on its Kelley Blue Book (KBB) Typical Listing Price. In cases where the KBB value doesn't reflect real-world market conditions, an average price based on is used instead. Entries are limited to traditional compact sports cars with only two doors that prioritize fun over everything else. That means no muscle cars, no hot hatches, and no high-end performance cars like the Porsche 911. And to keep things fair, we're only including one Mazda MX-5 Miata. To ensure these cars are truly meant for driving enthusiasts, we went through dozens of professional reviews from trusted sources, including Car and Driver, MotorTrend, Edmunds, Top Gear, and respected independent reviewers. I know that some may argue that front-wheel-drive sports cars aren't true sports cars. I acknowledge you won't be able to swing the tail around unless you have some sacrificial plastic trays nearby. However, the Prelude Type SH is a blast to drive, just ask Scott Oldham at Car and Driver. Its high-revving naturally aspirated four-banger produces 200 horsepower (hp). It's also the cheapest entry in our article today. There are countless Preludes for sale, some in better condition than others. But KBB reckons the average Type SH model should be listed for about $4,500. Most people who are in the market for an affordable sports car for under $10,000 have checked out the Nissan 350Z. It's rear-wheel-drive, has a powerful V6 engine, and costs pennies on the dime. That said, the 350Z has a more luxurious, mechanical twin, the Infiniti G35. Car and Driver says the 280-hp G35 is just as much fun as the 350Z, but comes with the benefit of rear seats and more cargo space. And of course, the G35 aged much more gracefully than the Z. You should find the average Infiniti G35 listed for just under $6,000. A large chunk of car enthusiasts believe the BMW E46 M3 is the best car of all time. But a high demand results in a high price. With that in mind, why not consider its slightly less powerful brother, the 330Ci? It's worth mentioning that a small handful of individuals, like JayEmm on Cars, go as far as to say it's better than its mighty M3 brother. Like the M3, the 330Ci is rear-wheel-drive and benefits from a healthy straight-six engine with 225 hp. Of course, it won't be as visceral as the M3, but if you're after something a tad more tame, it provides excellent bang for your buck, with the typical 2005 model listed for $6,300. Some TT models came with front-wheel drive, and others came with all-wheel drive. No matter the drivetrain, the TT's 1.8-liter turbocharged inline-four and five-speed manual are more than enough to keep you grinning from ear to ear, with Car and Driver's Dworn saying the TT is 'a very cool car that is genuinely fun to drive.' The Audi TT was the perfect choice for those wanting a not-so-serious sports car that just delivers joy. On average, you'll find a 2000 model year TT listed for just over $6,500, according to KBB. The Acura Integra GS-R is one of the most sought-after front-wheel-drive sports cars money can buy. That's exactly why it costs an arm and a leg in today's day and age. Fortunately, you can buy its spiritual successor, the RSX Type S, for a fraction of what an Integra would cost you. According to MotorTrend, the Type S fills the Integra's boots quite well with its 200-hp 2.0-liter four-cylinder engine that redlines at 7,900 rpm. KBB reports that you'll find the majority of the RSX Type S models listed for $7,500, The BMW Z3 starred in the 1995 Bond film, GoldenEye. So, not only is it one of the cheapest ways to get behind the wheel of a Bond movie car, but also an affordable way to own an engaging sports car. Edmunds owner reviews praise the Z3 for its handling characteristics, performance, and reliability, especially those fitted with a 193-hp 2.8-liter straight-six. And thanks to depreciation, these classic German sports cars are more affordable than ever, with the typical listing price being $7,700. There's no shortage of used Z3s, but make sure you get one that was properly maintained. In all honesty, you can buy any generation Mazda Miata and rest assured you're driving a true enthusiast sports car without breaking the bank. While the first-generation NA is the cheapest way to get into a Miata, I'd urge you to check out the second-generation NB instead. MotorTrend's Jean Jennings claims it ticks all the boxes the NA does, but comes with less weight and more power at the expense of its pop-up headlights. In some instances, you'll find NB Miatas selling for less than equivalent NA examples, with the average 2004 model listed for nearly $8,200. And of course, with it being a Mazda, you can expect maintenance costs to be affordable too. The Pontiac Solstice is an American performance car that many forgot about. In its top trim level, called the GXP, the Solstice features a turbocharged 2.0-liter four-cylinder with 260 hp and 260 pound-feet (lb-ft) of torque. Car and Driver's Tony Swan called the GXP 'arguably the most engaging entry at the affordable end of the sports-car spectrum'. Listed for $8,300 on average, it provides excellent value for money. But if its exterior styling isn't quite to your taste, you could also consider its mechanical twin, the Saturn Sky Redline, for $1,500 more. The BMW 1M is considered by many to be among the greatest M cars of all time. But as you'd expect, it comes at a premium. Therefore, I'd suggest checking out its slightly subtler brother, 135i. Car and Driver found their test car to do 0 to 60 mph in only 4.7 seconds. Of course, its performance shouldn't come as a massive surprise considering its tiny body and 300-hp twin-turbo 3.0-liter straight-six, called the N54. KBB reports that the typical listing price for one of these pocket rockets hovers around $8,500. Although the N54 is one of the less reliable BMW engines, the 135i remains a tempting performance bargain. At its core, the MR2 is Toyota's mid-engined rival to the Mazda Miata. Car and Driver's Barry Winfield said that after spending some time with the MR2 Spyder that its mid-engined layout makes it a vastly different experience from the Miata — but not at the expense of fun. With a curb weight of about 2,200 lbs and 138 hp, it's one of the lightest sports cars in this article. And with used examples typically listed for around $8,500, it's also one of the cheapest ways to get four-wheeled fun. Despite what its badge may have you believe, the Crossfire shares a platform with the R170-generation Mercedes-Benz SLK. The Merc would have earned itself a spot in this article, but it's a more serious sports car than the Chrysler. In SRT-6 trim, Car and Driver reports the Crossfire benefits from a 3.2-liter supercharged V6 that produces 325 hp — more than enough to demand your attention. KBB states the average 2006 SRT-6 model is listed for $11,700. But if you don't care for power and only want the eye-catching design, you can find less powerful, base models for significantly cheaper, too. Believe it or not, the Hyundai Genesis Coupe is a strong contender in the affordable sports car segment. With rear-wheel-drive, a 348-hp V6, and a six-speed manual gearbox, you'll find it's much more fun than you'd think. Edmunds owner reviews corroborate with the majority of them praising its value proposition. You'll find 2016 model year Genesis Coupes, fitted with the 3.8-liter V8, listed at just under $13,000. And because it's not even ten years old, you'll have the benefit of modern tech and safety features. I know this is an oddball, but some driving enthusiasts prefer old cars over anything from the 21st century. While there's a plethora of choices out there, the Porsche 944 is one of the most unique, fun-to-drive cars money can buy. It's such a gem that Car and Driver claimed it was 'the best-handling car in America' in October 1984. Just like all good things, it comes at a premium, unfortunately. KBB did not have an accurate typical listing price for the Porsche 944. Therefore, I found that the average used example listed on was just under $14,000. For some, the Porsche Boxster seems unattainable. Fortunately, the 986-generation Boxster S has depreciated enough for it to be affordable. In S trim, the Boxster comes equipped with a naturally aspirated 3.2-liter flat-six that churns out nearly 250 hp. When describing the Boxster, Top Gear said, 'It simply works with you in a deeply satisfying way.' According to KBB, the average 2002 Boxster S is listed for less than $15,000. To make the deal even sweeter, Revolution Porsche Specialists says that the 986 Boxster is generally reliable, but buying one with a full service history is crucial. The latest-generation Mazda Miata is a great value for money sports car. However, it's almost become a cliche at this point. So, if you want to stand out from the crowd, consider the Fiat 124 Spider — an Italian sports car that shares the ND Miata's platform. MotorTrend tested the Abarth variant and found the 124 Abarth wasn't quite as balanced as the Miata, but was a bundle of joy in every other aspect. Instead of a naturally aspirated engine, the 124 utilizes a turbocharged 1.4-liter engine that produces 164 hp. You should find used 124 Abarths listed on the market for around $16,500. We've already covered the Nissan 350Z's more refined brother — next in line is its successor, the 370Z. Although Edmunds doesn't love the V6's harsh sound, they're impressed with its 332 hp and 270 lb-ft of torque. And since it's rear-wheel-drive, with most models featuring a stick shift, it adheres to the traditional fun-to-drive sports car recipe. Despite costing about triple the price of an old Infiniti G35, the Nissan 370Z is a big improvement over its predecessor. Therefore, it's still considered affordable, despite its typical listing price of $18,300. Although your heart might yearn for an older BMW M2, I'd recommend taking a deep breath and looking at the M-Lite alternative, the M240i. Sure, it might not have an M badge, but it still offers impeccable performance thanks to its reliable B58 engine. When Car and Driver got behind the wheel, they found the M240i does 0 to 60 mph just 0.3 seconds slower than the equivalent M2 — 4.3 seconds. If you're willing to settle for an M-Lite, you'll find yourself behind the wheel of a compact BMW sports car with 335 hp. Some M240i models came with a six-speed manual, making the driving experience even more engaging. KBB reports that the average 2017 model year M240i is listed for $21,400. Usually, the Lexus brand is only associated with the elderly and those after a fancy Toyota. However, Lexus builds a fun-to-drive sports car every now and then, with the RC being a prime example. Albeit not the bonkers RC F, the RC 350 still packs a decent punch with its 306-hp V6. Car and Driver's K.C. Colwell said the all-wheel-drive RC 350 was engaging and had 'good body control and a well-damped suspension'. Of course, these aren't qualities you necessarily crave from a full-blown driver's car, but it's traits you'd love to have in your daily driver sports car. The typical listing price for a ten-year-old RC 350 is $21,500. Just like its predecessor, the second-generation Subaru BRZ is an affordable, fun-to-drive, stickshift sports car. Car and Driver's Jamie Kitman and Mike Sutton said it improved on its predecessor's shortcomings, while retaining the highlights like its shifter feel and light weight. The BRZ and its near-identical twin, the Toyota GR86, benefit from an upgraded flat-four engine that puts out 228 hp. But for some reason, the average listing price of a used BRZ of $22,500 is $2,000 less than the Toyota GR86. The Honda S2000 is many enthusiasts' dream car. Car and Driver's Larry Webser had an absolute blast behind the wheel of one, explaining that the S2000's magic sits in chasing its 240-hp four-cylinder's high 8,900-rpm redline, and confidence-inspiring handling characteristics. Even Doug DeMuro said the Honda S2000 lives up to its hype, with one of his favorite parts of the S2000 being the shifter. With the Honda S2K being an iconic sports car, they're pretty pricey. The average listing price for one is $22,300 — quite the chunk of change for a 20-year-old Japanese sports car. The 987.2 Cayman S is the best bang-for-your-buck used Porsche sports car money can buy. It might not be as prestigious as a 911, but its 320-hp flat-six will grant you many more smiles than an IMS repair bill on a high-mileage 996. When Car and Driver compared the Cayman S to a C7 Corvette Grand Sport and a Lotus Evora, they crowned the Cayman as the winner, describing it as a combination of 'the hard edges of a pure sports car with the convenience we've come to expect in modern cars'. Despite being more than a decade old, the facelifted 987 Cayman aged like fine wine. Yet, in traditional European sports car fashion, the Cayman has plummeted in value. As a result, the average listing price for a 987.2 Cayman S is less than $30,000. A true sports car isn't defined solely by a spec sheet or a price tag — it's more complicated than that. Performance matters, of course, but different things resonate with different enthusiasts. Some are drawn to a symphonic exhaust noise, others to the satisfaction of shifting their own gears, or the joy of carving canyon roads with the top down. Ironically, these very experiences are what many modern sports cars, with all their technology and hefty price tags, often fail to deliver. And that's exactly why so many driving enthusiasts turn to used sports cars. They're not just more affordable; they're downright more fun.
