Latest news with #sportscar
Top Gear
a day ago
- Automotive
- Top Gear
Honda's official motorsport partner is building a sportscar designed by Pininfarina
Honda's official motorsport partner is building a sportscar designed by Pininfarina JAS Motorsport is building a 'high-performance' road car, and Italy's sketching it Skip 1 photos in the image carousel and continue reading Turn on Javascript to see all the available pictures. A company called JAS Motorsport has revealed it is building a high-performance road car. JAS Motorsport has been Honda's official racing partner since 1998, winning touring car, GT and Rally titles, so it knows a thing or three about going fast. And a company called Pininfarina will design it. Pininfarina has knocked out some of the finest looking cars of the 20th and 21st century, so it knows a thing or fifteen about sketching out a high-performance road car. Advertisement - Page continues below We know nothing of what'll power this new high-performance road car, nor what it'll look like, barring the teaser image above. Pininfarina has only said it'll collaborate with JAS Motorsport on reimagining 'one of the most iconic sportscars of the past and offer it to the world of car enthusiasts and collectors'. Does that latter bit mean it'll be another slice of unobtanium? Certainly points to it, considering Pininfarina said it'll be built in Milan in an 'extremely limited edition'. As to the 'iconic sportscars' bit, your guess is as good as ours. Apparently the platform will be 'mechanical' (as opposed to… theoretical?) with 'the very latest automotive technology', will 'respect' its origins, and feature 'modern styling cues that will dress a chassis at the forefront of cutting edge construction technology'. So, there's that. We'll know more as both JAS and Pininfarina begin ramping up the development of the new sportscar, scheduled for a 2026 reveal. More as we get it. Advertisement - Page continues below Top Gear Newsletter Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Success Your Email*
Times
5 days ago
- Automotive
- Times
Sixty years of the Porsche 911 Targa: divisive but drop-dead gorgeous
There's no derivative of the Porsche 911 more divisive than the Targa. Drivers who go to track days and pride themselves on being steely-eyed helmspeople take great joy in telling anyone who'll listen that the Targa is usually the heaviest iteration of the 911. With a chassis derived from the cabriolet, it has the same additional strengthening under the body but with more added weight in the rollover bar. Even worse, that extra mass is high up in the structure, which affects handling. As such, to these true motoring doyens the Targa is (along with the cabriolet, of course) a no-no. Yet for others, it has always been a thing of drool-inducing desirability. There are a number of reasons for that. For one, 911 Targas are rare beasts, built in lower numbers since its launch 60 years ago, in 1965, than the coupé and cabriolet versions of Porsche's legendary sports car. It's thought that fewer than 10 per cent of the 997 generation were Targas, for example. • Read more expert reviews, news and insights on cars and motoring Another reason to like the Targa is that while they're heavier than convertible 911s, they're also stiffer through the chassis, thanks to that extra bracing up top, meaning they flex less under load. That results in more predictable handling. It's a difference that is probably undetectable to most motorists, mind you, but those who treat their cars roughly will claim to be able to tell the difference. Perhaps one of the easiest reasons for falling for the 911 Targa is that they look sensational. They always have, even in those generations when the characteristic rollover hoop was done away with. Famously, that rollover hoop was introduced to the original 911 Cabriolet to meet an anticipated toughening of safety legislation in America. At the time it was feared convertibles would be banned completely. The result was an all-new bodystyle — neither coupé nor cabriolet — and Porsche needed a name. Those considered for the new style revolved around famous races at which Porsche had had success: Sebring and Daytona are a couple the marketers considered. But when someone mentioned the Targa Florio, a road race that Porsche had won five times up to that point, including in 1964, the answer was clear. It is only later that someone noticed the Italian word Targa translates as 'plate', which can also be interpreted as 'shield' — serendipitous indeed. For the first few years 911 Targa owners got a removable top panel and, for the rear section, a 'soft window' that could be folded away when not needed. None of these made it to the UK, sadly, because the first imports to our shores arrived in 1973 and by then the soft window had already been ditched. Late in 1967 Porsche started offering an optional fixed glass window, which was heated to avoid misting and offered improved sound and insulation, as well as extra security. It also meant people weren't having to deal with fiddly popper fixings. It became standard equipment just a year later. And the Targa look remained very much the same, through the G Series, introduced in 1974, and then the 964, which arrived in 1989. We also saw Targa versions of the 914 and 924. But with the revolutionary 993 generation, which has become ridiculously coveted because it turned out to be the last of the air-cooled 911s, the Targa changed considerably. Instead of the rollover hoop, the 993 Targa — launched in November 1995 — switched to a fixed-glass roof section with body-coloured metal frame that aped the look of the coupé more closely. Underneath it was still a 911 Cabriolet, though with a discrete roof featuring a large section of glass that slid backwards underneath the rear window. So owners could still get that halfway house experience between a full droptop and a coupé, and with the roof closed a lot of light was still allowed into the cabin. Retractable mesh screens came to the rescue on particularly sunny days. This idea continued through the 996 and 997 generations (1997 and 2006 respectively), though with both getting an innovative hatchback-style opening rear window, allowing owners to get at their luggage in the rear seats easily. But when the 991 Targa arrived in 2014 it was given a thoroughly modern interpretation… Transformers-style. The rollover hoop was back, but at the touch of a button the rear glass lifted up and back, the shoulders of the hoop opened up and the canvas roof then retracted for storage above the engine bay. The hoop sections then closed and the rear section returned to its seated position. And so it has remained. What hasn't remained, of course, is the need for Targa. Modern convertibles have rollover protection — a pair of hoops that pop out behind the driver and passenger seats in the event of a rollover — and windscreen structures are so much sturdier than they were in 1965. And yet Targa lives on. An unnecessary bodystyle, overly complicated in its current guise and still one that comes with added weight. But 60 years after its launch, for many enthusiasts there is still very much a place for Targa within the Porsche pantheon.
Telegraph
13-07-2025
- Automotive
- Telegraph
Would you let your 11-year-old drive a 180mph Porsche?
My first feeling on seeing my son Finn climb into the driver's seat of a Porsche 911 is, simply, envy. I've never been a passenger in a Porsche, let alone driven one; and yet here he is, taking the wheel of this elegant sports car with a top speed upwards of 180mph. At the tender age of 11. As far as driving goes, he's peaked way too soon. We're at the Dunsfold Aerodrome near Guildford – AKA the Top Gear test track, where stars including Tom Cruise and Cameron Diaz took the wheel of the Reasonably Priced Car back in the day – the latest addition to the 70-plus venues around the country where the company Young Driver offers driving experiences for children between nine and 17. Finn is a huge fan of cars and something of a demon on the driving-simulation games and go-kart tracks that have so far been the sum of his time behind a wheel. The question is whether driving a real car will similarly feel like a game – and, crucially, whether his foot will reach the accelerator pedal. Taking the wheel The experience starts with a taster session in a little Suzuki Swift hatchback, fitted with dual controls as you would find in any driving school car. His instructor spends a brief few minutes running through the basics, after which Finn pulls away surprisingly smoothly for a first-timer and takes off down the track. By the end of his 30-minute lesson, he has not only circled the track a few times but also practised indicating, braking and parking, learned to change gear, navigated some cones and performed a three-point turn (his favourite bit, he tells us later). But really it's all about the midnight-blue Porsche 911, which Finn has watched gliding around the track, eyes wide. Time for the Porsche When this most famous of sports cars arrives, it's a different beast altogether. Like the Suzuki, it has been fitted with dual controls – good to know, given it can accelerate from 0 to 60mph in less than four seconds – and, once again, the focus of the lesson is on safe, controlled driving. After Finn fastens the seatbelt and adjusts the rear-view mirror, his instructor talks him through operating the clutch, which is considerably heavier than the Suzuki's, and he drives off. There's a dashcam in the car with a splitscreen view, with one side of the screen showing what Finn can see (very much like a video game, in fact), the other side showing the expression on his face as he drives. While he could be forgiven for being a little apprehensive, he's apparently as cool as a cucumber (he tells us later that he wasn't nervous at all, simply excited). The instructor, just out of shot, can be heard reminding him to look at the road rather than the gearlever when changing gear, as well as to slow smoothly when approaching a corner, or steer a little more to the right or left. Playing it safe There's a nominal speed limit of 40mph, although children who are confident and practised enough are allowed to go a little faster. This way, they get a sense of the potency of a powerful engine and the dynamics of one of the world's greatest sports cars, as opposed to a go-kart, but in a safe, controlled environment. They are not simply having a junior petrolhead moment, but learning the basics of responsible driving. The theory is that children who take driving lessons at a young age are more receptive to instruction, but have not yet developed the arrogance that can make some 17- and 18-year-olds more difficult to teach. It follows that children who have already had driving lessons in a safe setting such as this are more likely to require fewer lessons once they reach legal driving age. They are also more likely to pass their test first time – not an insignificant consideration given the current waiting time for a test is up to around six months, as well as the costs involved in lessons. Perhaps the most compelling statistic, however, is that children who have experience of driving before the age of 17 are also far less likely to have a crash in those potentially dangerous first weeks and months after passing their test. According to research by Young Driver, its former students have been involved in 84 per cent fewer road accidents in the first six months after passing their driving tests, compared with the national average. The verdict The average 11-year-old, of course, doesn't really have road safety front of mind, although one hopes they will be taking it in on a subconscious level. For Finn, the experience is one of pure adrenaline – and pure fun: as he unsurprisingly puts it, 'the best day ever'. While the driving video games he has played have helped him, he thinks, to be more precise when steering on the track, the experience of not only being in but actually controlling a real car is entirely different from go-karting: 'bigger, faster, more powerful'. He is confident that he would now be able to drive a car safely on the road, but slightly dismayed when told that won't be happening for another six years. On the way home in our now hopelessly underwhelming Nissan Qashqai family car, it appears his expectations have been irrevocably raised. Bentley.'
Auto Car
12-07-2025
- Automotive
- Auto Car
Smart Roadster: spice up summer with a £1500 gem
The pauses didn't help, nor not knowing quite when they'd come. And there was more than one kind of pause to be experienced aboard a Smart Roadster. The most obvious, and persistent, was the between-gears interruption generated by the automated manual transmission. The Roadster's gearbox was not an especially speedy shuffler of clustered cogs and its six gears meant that, unless cruising, you'd experience perpetual ascents and descents of its generous ratio set. And if you left the 'box to think about its own shifting, you'd find that you were never quite ready for the moment when it chose to cut the power supply from the mid-mounted triple, even with familiarity. There were dynamic hesitations too. This was an exceptionally light, mid-engined sports car that ought to have changed direction like a dragonfly. Spear a bend, and in the first instant you'd think it was going to do just that, the front wheels eagerly steering a new trajectory. But then the Smart's athleticism would start to evaporate. You couldn't call it understeer, but if you were expecting Lotus Elise balletics, well, you'd have to buy the real thing. There was more, besides – the Roadster's traction control dropping the curtain on any on-the-limit expeditions before they really started. It looked like a sports car, and an exciting one at that, but the Roadster's cornerus interruptus methods protected its occupants from almost all kinds of on-the-road excitements. Still, after Mercedes' adventures with toppling A-Classes and Smart Fortwos accelerating hard enough to land flat on their backs, you could understand the caution. In plenty of other ways, though, the Roadster was the result of some admirably brave decisions. The bold Smart project wobbled for more than stability reasons, the two-seat city car falling massively short of sales expectations following its (delayed) 1998 debut, but that didn't stop the Roadster project going ahead. Indeed, this dinky little device promised to deal with Smart's mild glamour deficit. It was also admirably true to the Fortwo's construction concept. There was the so-called Tridion safety cell, this the pressed steel inner tub that provided a structure from which to hang the suspension, powertrain and a colourful collection of composite body panels. The engine was the same lively 698cc turbo triple that powered the Fortwo, its 80bhp impressive for one so small, and less burdened than it might have been with only 815kg to shove along. The Roadster benefited from Smart's appealingly distinct cabin furnishing schemes too, chunks of its dashboard sheathed with non-reflective cloth. Much of it was grey, but there were multiple shades of the stuff and you could give the interior ambience a cheerfully spectacular lift by specifying orange cloth. And like the Fortwo's, the Roadster's instrument pods were so shapely that you wanted to pick them up.
Auto Blog
11-07-2025
- Automotive
- Auto Blog
Mazda Launches Killer MX-5 Miata Lease Deal For July
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 Mazda MX-5 Miata is an affordable roadster If you're in the market for a sports car under $35,000, your options are limited to around three models. Of those, the Mazda MX-5 Miata is one of the longest living nameplates still on the road. The Japanese automaker has put more than 30 years of work into the roadster to create an exhilarating driving experience. This July, Mazda is making it easier than ever to put a new MX-5 Miata in your garage, with a monthly lease payment as low as $418. This specific lease deal requires $2,499 due at signing and spans a 36-month term with a 10,000-mile annual allowance. 2025 Mazda MX-5 Miata — Source: Mazda Mazda MX-5 Miata offers a unique driving experience in 2025 The Mazda MX-5 Miata received a refresh for the 2024 model year, so changes are light this time around. The iconic roadster is available in four trim levels, three of which are available through a fantastic lease deal. The fourth is the 35th Anniversary Edition. Based on the Grand Touring trim, the special anniversary edition is only available in Artisan Red Metallic finish with 35th Edition Tan Nappa Leather upholstery. 2025 Mazda MX-5 Miata — Source: Mazda All Mazda MX-5 Miata models come powered by a 2.0-liter four-cylinder engine that puts out 181 horsepower and 151 lb-ft of torque. The Sport and Club trims solely come with a six-speed manual transmission, while the Grand Touring is available with a six-speed manual or automatic transmission that sends power to the rear wheels. Fuel economy is nearly identical across all trim levels. MX-5 Miata models equipped with the manual transmission earn up to 26 mpg in the city and 34 mpg on the highway. Automatic models gain one mile per gallon on the highway. The entry-level Sport model, available from $29,530, comes well equipped, with 16-inch wheels, Apple CarPlay and Android Auto integration, an 8.8-inch touchscreen display, and a six-speaker audio system. The base model isn't without its premium touches, though, with a leather-wrapped steering wheel, shift knob, and parking brake handle making the list of standard equipment. 2025 Mazda MX-5 Miata — Source: Mazda 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. Upgrading to the Club trim, priced from $33,030, takes the roadster to a new level. The convertible gets upgraded to 17-inch wheels, and smartphone integration goes wireless. Heated front seats help fill out the list of standard equipment, as does a nine-speaker Bose premium audio system with headrest speakers. A black spoiler and front air dam complete the sporty aesthetic. The top-spec Grand Touring trim still starts under $35,000 and comes with a handful of notable upgrades. Heated side mirrors, an auto-dimming driver's side mirror, and a frameless auto-dimming rearview mirror come standard. It's also the sole trim available with an automatic transmission. Mazda MX-5 Miata lease offers for July 2025 This July, Mazda is looking to move more MX-5 Miata roadsters with several killer lease deals. Residents of Seattle, Los Angeles, and Denver can get behind the wheel of a mid-tier Club model for as little as $441 per month, with $3,999 due at signing. That specific lease deal spans a 48-month period with a 10,000-mile annual allowance. Note that all July lease deals are only valid through the end of the month. 2025 Mazda MX-5 Miata — Source: Mazda Those living in and around Austin, Chicago, Detroit, Charlotte, and Miami can get a slightly better deal, albeit for the base Sport model. That lease offer includes a monthly payment as low as $418, with $2,499 due at signing. New York City gets the belle of the ball: a Grand Touring model with a manual transmission for $520 per month and a $2,499 initial payment. Both of these lease offers span a 36-month term with an annual 10,000-mile limit. 2025 Mazda MX-5 Miata — Source: Mazda Final thoughts The Mazda MX-5 Miata is arguably one of the most iconic roadsters to ever grace roadways. With sleek styling, a peppy engine, and an engaging driving experience, this sports car is an enthusiast's budget dream car. That's not to mention the MX-5 Miata is one of the few vehicles still available with a manual transmission. If you want to get behind the wheel of a new Mazda MX-5 Miata, don't hesitate! These lease deals are only valid through the end of July, after all. 2025 Mazda MX-5 Miata — Source: Mazda Lease offers may vary by location, vehicle configuration, and are subject to credit approval. Advertised monthly payments don't necessarily include taxes, title, registration, or other fees. To learn more about your local Mazda MX-5 Miata lease deals, visit the official Mazda website and enter your zip code. *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. About the Author Joseph Pudlewski View Profile
