Latest news with #sportscar
Forbes
7 days ago
- Automotive
- Forbes
BMW Unveils The Lighter, More Powerful 2026 M2 CS
The 2026 BMW M2 CS Despite some uncertainty regarding the future of its current internal combustion engine lineup, BMW has unveiled the most powerful M2 model ever: The 2026 BMW M2 CS. With less weight, more power, and an MSRP of nearly $100,000, all signs point to it being quite the ravenous little coupe. The previous F87-generation BMW M2 CS was impressive across the board, so, naturally, BMW had to go all out for this latest model. The Bavarian brand cut out a respectable 97 pounds by bolting up lightweight forged wheels (19-inch front, 20-inch rear) and carbon fiber body panels—including a sharp rear ducktail spoiler—and fitting carbon fiber bucket seats as standard, which are optional on the base M2. This drops the curb weight from 3,814 to 3,770 pounds. Then, output from its ravenous, twin-turbo 3.0-liter inline-six is rated at 523 horsepower and 479 pound-feet of torque, 50 more hp and 36 more lb-ft than standard. The 2026 BMW M2 CS When it comes to putting all that power to the ground, this angry M2 is solely available with rear-wheel drive and BMW's venerable eight-speed automatic gearbox—sorry, three-pedal manual enthusiasts. We'll be interested to see how grippy (or not grippy, in a fun oversteer-ready fashion) it feels, as it produces the same amount of power as the all-wheel-drive-equipped M3 and M4 Competition. To make the most of this bump in power and drop in weight, BMW revised the M2's suspension by upping spring stiffness, re-programming the adaptive dampers, ABS, and traction control systems, as well as revising the throttle mapping and electronically controlled limited-slip differential. Then, for even more focused, lap-time-dropping performance, lightweight carbon ceramic brakes are available. I didn't have much to complain about when I drove a lightly equipped 2024 model year example with a six-speed manual, I can only assume that this will feel significantly more athletic. The specs certainly point to it, too: 0-60 mph takes just 3.7 seconds. Production is set to begin later this year with pricing starting at $99,775 after destination. The 2026 BMW M2 CS
Motor 1
23-05-2025
- Automotive
- Motor 1
This MGA Restomod Has a Miata's Soul. And It's Brilliant
Somewhere in the UK, a lady had a great idea. She wanted a classic MG to tool around in, but didn't want the one-on-every-corner MGB that most go for. Nor did she want any possibility of breaking down. So she went to Abingdon's Frontline Cars, who make MGBs bulletproof (and electric… and V8-powered) and asked them to work their magic. Perhaps it was the right combination of sunny afternoon, British countryside, and classic British sports car. Perhaps it wasn't. But this was one of the best experiences I've had in a car in 2025. Photo by: Frontline Cars Let's back up a bit—what is Frontline? It's a business that restomods MGBs. It started off as a company that modified MG Midgets for racing, but as time went on, Frontline realized it could take the world's plentiful supply of B's and make them quicker, more reliable, and more luxurious. The lady with a good idea didn't want an MGB, though; she wanted an MGA. Older and sleeker than the B, the A's shape appealed to her, and lo, the Frontline MGA Factory Edition was born. You can have an MGA with a 2.0 or 2.5-liter Mazda -derived four cylinder that's been delightfully reworked (with ITBs..!) to produce 225 or 290 horsepower. Whichever motor you choose is hooked up to the famously brilliant Mazda MX-5 gearbox to ensure slick shifting and big grins. Photo by: Frontline Cars Photo by: Frontline Cars The brakes and springs have been swapped out too, the chassis has been reinforced, and the wooden floors have been replaced with steel for better ride and handling. Pleasingly, there's a Quaife limited slip differential fitted too. Frontline's treatment doesn't stop at making an MG go better, either. This A's interior is covered in sumptuous leather, with alloy bucket seats to keep you in place during spirited driving. There's even a USB slot, Bluetooth audio, and it's all hidden away so you can keep your phone charged for on-the-fly Google Maps. While the dials are all as they were in period, the electrics powering them are modern, so they shouldn't go all 1950s on you and conk out at an inconvenient moment. Frontline's demonstrator was built to look like the standard car, but the firm says you can happily ask for a de-bumpered car fitted with a perspex racing screen if you want to look like you're going endurance racing, too. They'll make you a convertible or a coupe, depending on preference as well. There's a lot to love about the whole deal, though it comes at a cost: £145,000 ($195,000) plus local taxes, so it's one for the more committed enthusiasts out there. That said, Frontline's prowess is proven, which means you can rest assured the work going into the car isn't half-assed. Photo by: Frontline Cars Whichever motor you choose is hooked up to the famously brilliant Mazda MX-5 gearbox to ensure slick shifting and big grins. On a sunny day in the UK, folding yourself into the cockpit is a joy—though one that requires some work if you're tall. The MGA is not a capacious car. The controls are all pleasingly classic. Smiths dials are neatly laid out over the stunning dash. Everything works as you'd expect, bar the indicators, which are on a toggle switch to the right of the wheel. Pull the lever to the left to indicate right, and vice versa. It takes a while to get used to, and the mechanism is a bit soft, but once you know what you're doing, you'll be fine. Classics, restored or otherwise, can be a bit of a crapshoot to set off in. The risk of stalling a shiny car that draws the eye is ever present, and in the MGA, you really don't want to be 'that guy.' The Mazda 'box puts those fears to bed. Photo by: Frontline Cars Photo by: Frontline Cars It's easy to slot into gear, and the light clutch is a joy to roll away slinkily from a stop. In town, it's easy to thread the MGA through any gap you'd care to mention. It's a car from the 50s, when everything was smaller and actually fit on the UK's roads (the less said about safety regulations the better… ahem), so you needn't worry about peeling bits off the side. Even if that was a concern, the MG's body is low and easy to see over, which allows for last-moment bum proppage to make sure you're in a good place on the road. The visibility is a genuine highlight. The windshield is large enough to keep bees out of your retinas, and there's no roll hoop to speak of. Being narrow and roofless, the rear view mirror does the job of the (absent because old car) wing mirrors, and if you do need to do a lifesaver check, you don't need to turn your head too far to see over the back of the low trunkline. You'll get eyes on you in town, and you'll have a lovely time gently parping around as though the '50s never ended. But to go full 'post-war fun', you need to head to the country. Usually, when you're driving an older car, it feels somewhat cruel to push the motor. The MGA sounds tremendous on a trundle, and you'll pick up a decent clip without bother. However, when I looked at the rev counter, I saw that rolling up to 4,500 rpm was barely touching the sides of its range. Photo by: Frontline Cars Usually, when you're driving an older car, it feels somewhat cruel to push the motor. The MGA sounds tremendous on a trundle, and you'll pick up a decent clip without bother. A suitably straight bit of road found, I gave it some welly and the thing soared far, far higher, letting out a beautiful noise as it went. Loud, glorious parps flew from the rear, plastering a big grin on my face as they did so. In 225 hp spec, with 178 pound-feet on tap, it feels plenty quick. The gas pedal has decent feel. A gentle push to get you going leads to smooth progression, allowing for parps-ahoy. Frontline says it'll get from 0-60mph in 4.8 seconds and will apparently hit 155mph. With a suitably clear road and a heavy right foot, that's more than believable. There's only 815 kg to shift, so modest power is more than enough. Scrubbing the speed off is down to a set of chunky brakes, front and rear. There's no ABS to save you in a pinch, which means you need to learn them, and the pedal's on the heavy side. Once you've figured it all out, they're great, but don't go in thinking you can brake like a Golf. Parps are one element of the fun, the handling is a cherry on top. Double wishbones with Frontline's own dampers live up front, with five-links and Frontline telescopic dampers at the rear. The MGA simply glides around the tight 'n twisties. The ride can get jarring on some of the UK's more… lumpy roads, but that's par for the course with old British metal no matter how much you do to it. It's all part of the fun. Photo by: Frontline Cars Frontline's steering is a joy, too. A neatly-sized Motolita 'wheel is your connection to the road. It's assisted at low speeds (in this car - it can be adjusted to driver preference) because old cars are heavy buggers, but once you're at speed it's all you. It's well weighted and gives you confidence that you know where the car's going to go. Wind in your hair (or beard), sun shining, and engine on song, Frontline's take on the MGA is nothing short of unfiltered happiness. The sounds it makes, the smell of its leather interior, the feel of its wood-rimmed wheel, the look of the thing… it all adds up to a uniquely British experience. You may even end up tasting an errant bee if one slips over the windshield. Yes, it's expensive and still comes with 1950s sports car compromises, so it's not for everyone, but that's part of its charm. More Restomod News This Jaguar E-Type Restomod Does the Original Proud This Isuzu Truck Is the Coolest Restomod We've Ever Seen Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Auto Car
19-05-2025
- Automotive
- Auto Car
Mazda MX-5 review: the bestselling
The ND MX-5 is positively geriatric in the context of model cycles. Nevertheless, the no-nonsense interior still feels fresh. It was a huge leap compared with the NC generation, but if you're unaccustomed to MX-5s, it's likely that the cabin's incredibly compact dimensions will need to sink in before you can meaningfully survey the details. The MX-5 has always been resolutely bijou, and the ND is no different. Broader adults will find themselves in frequent contact with the centre console, door trim and the sides of the skinny footwell, while taller drivers will want for a few centimetres more leg room. Despite a 20mm lower hip point compared with the NC, you sit a little higher than would seem optimal and head room with the top up is relatively limited. Moreover, there is a bulge in the floorpan that denies you the option of folding your clutch leg away on motorways (a malaise of right-hand-drive cars only). Reach adjustment for the steering wheel was added in 2018. If you plan to do long distances in your MX-5, seek out a version with the Recaro seats, because they are significantly more comfortable than the standard items, and offer more lateral support too. These factors can combine to make it tricky to get comfortable – tricky enough, in fact, for some people to be put off the prospect entirely, although others will proclaim this the most comfortable MX-5 yet. More fool the critics, though, because in an age that tends towards profligacy, the MX-5's cockpit-sized simplicity – once reconciled with – makes for a charming environment. The dashboard architecture is similar to that of the Mazda 2, which is a good thing because the same natty design features and chunky, tactile switchgear work equally well here in the roadster. You'll have to look hard to find soft-touch materials, but that somehow feels appropriate for a no-nonsense sports car. Nowhere is the MX-5's simplicity better encapsulated than in the manually operated roof. Made 3kg lighter than in the NC and requiring 30lb ft less effort to close, the hood can be operated easily with one hand, even when moving. There's one spring-loaded clip to unfasten on the header rail, then a click somewhere in the housing behind you to confirm that it's safely stowed. It takes four or five seconds and, like pretty much everything else about the MX-5, puts everything larger, heavier and motor-driven to shame. The roof's tiny size means that the car continues to offer a modest-sized but usable boot. It's too small for golf clubs but is just big enough for two weekend-away bags. Which seems to us exactly as it should be. Multimedia system Over its many years on sale, the MX-5 has gone through a number of infotainment iterations, but the good news is that all of them are quite pleasant to use because they were clearly modelled on the classic BMW iDrive. Cars up to 2023 used an older interface, but one which still had logical menus and could be navigated using both the touchscreen and the rotary controller in the centre console. Entry-level models used to miss out on the centre screen, but from 2023, all MX-5s have the 7.0in touchscreen. In 2018, Apple CarPlay and Android Auto were added, the former with wireless functionality. They do come with a Mazda-typical quirk. The touchscreen stops working on the move and you have to use the rotary controller. The latter works great for the native interface, but using it to navigate CarPlay is rather awkward, as that was clearly designed for a touchscreen In 2024, the screen was upgraded to a 8.8in screen with much more modern-looking graphics. Thankfully, that didn't come at a cost of usability – all the menus remain very logical, and the built-in navigation is actually quite good. The standard stereo isn't anything special, but it's just about brawny enough to be heard over the road and wind noise. The Bose system that used to be available on certain trims put up a better fight, but as this is quite a noisy car on the motorway, it's always a bit of a losing battle. Page 2 The cabin space of the new 2 is unlikely to make a dent on your first impression, especially now that rivals have grown wider and thus become more practical. Instead, how the interior looks is of far more interest than its basic proportions. Here is a supermini cabin that avoids the pitfalls of tacky styling or unnecessary clutter, delivering in their place a real sense of imagination and savvy attention to detail. This emanates most obviously from the dashboard, a slab of space-conscious architecture. None of its hallmarks – unbroken horizontal lines, nicely corralled switchgear, periscoped instrument cluster – are novel, but their integration is rarely so well handled. It comes as no surprise to learn that the car's designer, the same man who penned the exterior, originally trained in interior design. The input device for the multimedia system could do with being a little further forward for optimum usability, but that's about the limit of our ergonomic complaints. You sit marginally too high, although well within the segment's norm, and 20mm of additional elbow room helps to prevent the front of the cabin from feeling full to the brim when two adults are on board. In the back, the 2 isn't the most spacious supermini: taller passengers will certainly feel uncomfortable after a while. It's no Fiat 500, you understand, but it's in a different league from the Seat Ibiza, for instance. The boot is decent, with a capacity of 280 litres, if hindered a little by its miserly aperture width. Multimedia system The infotainment touchscreen looks neat where it's perched on the dashboard and, better still, you won't have to actually touch it once you're driving thanks to a rotary input device and a selection of physical shortcut buttons. It has a touchscreen, but it deactivates on the move. Some testers found this worked well for them, while others found navigating Apple CarPlay with the rotary controller rather cumbersome. Apple CarPlay and Android Auto didn't exist yet when the Mazda 2 was first launched, but both were added after a few years. The former works wirelessly, the latter requires a cable. Mazda's default interface feels a little dated in 2023, but is easy enough to understand. Page 3
Car and Driver
18-05-2025
- Automotive
- Car and Driver
Elana Scherr: Is There Anything Sadder Than a Good Car Undriven?
From the May/June 2025 issue of Car and Driver. Hemingway didn't write the world's saddest short story, although he's often credited with it. "For sale: baby shoes, never worn." I can see pathos in the tale, but I don't think it has to read as sad. It's possible the baby just had big feet and the shoes didn't fit. Maybe the in-laws bought the shoes and they have terrible taste. There are all kinds of reasons why new parents might have an excess of infant footwear. Babies don't even really need shoes. If you want a poignant sentence, try "At auction: sports car, low miles." I'm tearing up just thinking about it. Is there anything sadder than a good car, undriven? I don't mean everything needs to come to the auction block with worn-smooth pedals and a rolled-over odometer. I'd be the first person to jump on a nice classic with, say, 60,000 miles or recommend a modern collectible that has yet to reach its dirty thirties, but when I see a 2022 Ford GT up for auction with 13 miles on it, I get the blues. Heck, I've driven a Ford GT more than 13 miles, and I've never even owned one. Those were memorable miles too, with the ocean mist of Big Sur whirling through the windows in the car's flying-buttress roofline and the breathy turbo whistle ping-ponging off the cliff walls. If I hadn't had to return the hotel pillow I stole so I could fit in the nonadjustable seat, I would have kept going till I ran out of gas or the Ford handlers caught up to me. The owner of this 13-mile car missed out on a good driving machine. Greg Pajo | Car and Driver Aaron Kiley | Car and Driver But: "If your enjoyment is having it in your garage, and everybody comes over and looks at it, there's nothing wrong with that."–Author Jim Pickering Auctioneering Best of the Bring a Trailer Alumni Corral Elana Scherr Senior Editor, Features Like a sleeper agent activated late in the game, Elana Scherr didn't know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver's license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews. In 2020, she received a Best Feature award from the Motor Press Guild for the C/D story "A Drive through Classic Americana in a Polestar 2." In 2023, her Car and Driver feature story "In Washington, D.C.'s Secret Carpool Cabal, It's a Daily Slug Fest" was awarded 1st place in the 16th Annual National Arts & Entertainment Journalism Awards by the Los Angeles Press Club. Read full bio
The Sun
14-05-2025
- Automotive
- The Sun
Ultimate British sportscar that's hand-built and reaches blistering speeds of over 170mph goes to auction
THE ULTIMATE British sportscar – a hand-built Jaguar D-Type capable of blistering speeds over 170mph – is heading to auction in a rare opportunity for collectors. Currently on display at the Hilton & Moss showroom in Hertfordshire, this jaw-dropping 2019 Jaguar D-Type Long Nose is a faithful continuation of the iconic 1956 'Works' racing car. 6 Finished in eye-catching Pastel Blue with an Old English White 'lipstick' nose and a classic aged tan leather interior, it's a striking tribute to a golden age of motorsport. Crafted by Jaguar Classic, the car was built using original 1950s drawings, period-correct tools, and traditional construction techniques. It's fitted with a dramatic tail fin and a full wraparound windscreen, just like the legendary racers that once ruled the Le Mans circuit. Power comes from a 3.4-litre straight-six engine delivering 320bhp, paired with a four-speed Moss gearbox. Thanks to triple Weber 45 DCO3 carburettors and dry sump lubrication, the car can sprint from 0-60mph in under five seconds and reach a top speed in excess of 170mph. The original Jaguar D-Type, produced from 1954 to 1957, was a true motorsport pioneer. With its lightweight monocoque chassis and aircraft-inspired aerodynamics, it claimed three consecutive victories at the 24 Hours of Le Mans in 1955, 1956, and 1957, a feat that cemented its place in racing history. Only 75 D-Types were built during that period before a fire at Jaguar's Browns Lane factory cut the production short. In 2018, Jaguar announced it would finally complete the original 100-car run by building 25 "Continuation" cars, to the exact 1950s specification. This particular example, built in 2019, is now being offered to the public for the very first time. With fewer than 500 miles on the clock and just one meticulous owner since new, it remains in pristine condition. It is fully road-registered in the UK and has been inspected and prepared by Jaguar's own specialists. The listing calls it 'a living piece of motorsport heritage' – a car that combines cutting-edge craftsmanship with an unbeatable pedigree. Experts say the D-Type's advanced design, including early use of disc brakes, gave it a serious edge over rivals in its day. While the Jaguar E-Type often steals the spotlight, it's the D-Type that holds the crown in terms of racing legacy and rarity. Almost a decade ago, one D-Type sold for a staggering £15 million at auction. Now, with this stunning 2019 continuation model up for grabs, buyers have a unique chance to own a slice of British racing history – and drive it too. 6 6 6
