Latest news with #MX5
Top Gear
2 days ago
- Automotive
- Top Gear
Battle of the Super Cabrios: Aston Martin Vantage Roadster vs Ferrari Roma Spider
Big Reads Got £200k spare and fancy yourself a new summer toy? Aston Vantage takes on Ferrari Roma in the battle of the drop-tops Skip 1 photos in the image carousel and continue reading The Yorkshire Dales. The sun's out. The roads twist and flow. The Ribblehead viaduct was just back there, now we're getting stone barns and gambolling lambs. Spring is in the air, roofs are down, warm air buffets the cockpits and all seems right with the world. If you were pottering along here in an MX-5 you'd be pretty certain life didn't get much better. And you'd be right. An MX-5 would blend in better, tread more lightly, be more lamb-like than either the Vantage Roadster or Roma Spider. You could save yourself a fortune, and that would be a very Yorkshire thing to do. They don't really go in for a Prancing Horse up here. Earlier, driving through Hawes, I was feeling a little exposed. Rightly, since the word I caught on the breeze from a pedestrian was 'topspot'. Or something like that. The Aston, subtler in Californian Sage (unless they knew it was called that) was greeted much more warmly. It's clearly a more Yorkshire car. Advertisement - Page continues below But these are the cream of the £200k roadster crop. They're more glamorous than a 911 Cabriolet, more honed than a Continental GTC and less tryhard than something mid-engined. The drop-top Vantage is brand new. A follow up to last year's superb coupe, it carries over all the thunderous goodness of that twin turbo V8, trading a little chassis stiffness and hatchback versatility for a soft-top that drops in only 6.8secs. Photography: Alex Tapley You might like The Ferrari requires twice as long – 13.5secs – to disassemble itself, but allows that to happen at up to 37, rather than 31mph. The Roma Spider has been around for a few years now, partnering a coupe version that we've previously found a little overcaffeinated. It replaces the folding hard-top Portofino and appears to take a step backwards by using a soft-top. Swings and roundabouts. It's a little darker inside, with a slightly smaller back window, but it stows away tightly enough to leave a 255 litre boot. Which is entirely inaccessible unless you're on your knees. But at least it tucks the roof away beneath a lid. The Vantage just plonks it back, leaving all sorts of unsightly gaps and holes around the edges. And raised it looks like a turret, where the Ferrari's roof is sleek and integrated. Advertisement - Page continues below What a corking looking pair they are, though. I mean seriously, do cars get more emotive than this? The Ferrari has an edge of controversy. From some angles it's sublime, from others the front arch is too tall, the rear deck too high. You can see why they had to do that, trying to package in rear seats, but why bother? They're fantastically compromised. Skip 7 photos in the image carousel and continue reading As with the hard-top Vantage, the Roadster is a strict two seater. The coupe has a big boot that's open through into the cabin, here the cockpit is tighter, more enclosed. But also more welcoming than the Ferrari's. The Roma's high sides and upright console push back towards you, as if you've got T-Rex arms and everything is jostling for attention. Attention it doesn't deserve given the state of the steering wheel's haptic controls. How much longer have we got to put up with this, Ferrari? How can a firm that came up with something as brilliantly simple and logical (and widely copied) as the manettino think this is acceptable? 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. Yes, there's a central touchscreen and that's fine (unless you're viewing in direct sunlight), yet the Aston is easier to operate on the move and, where the Ferrari's cockpit is constantly reminding you of how sporty it is, the Aston asks less of you. Want to just kick back and burble about? It's there for you. The Ferrari pesters you. Its seats are firmer, the steering sharper, the engine note is higher, the responses quicker. Don't get us wrong, it will pootle, but it's a slightly busier, more highly strung car. This all stems back to the engine, a flat plane crank V8 that sounds more nasally than the Aston's cross plane motor. Otherwise both have similar genetics: twin turbos, capacity of about four litres, over 600bhp and oodles of torque. We used to celebrate this Ferrari motor for its astonishing lag free response. Time's moved on. Yes, the Ferrari cleverly manages torque, so each gear gets more than the one before, but the Aston doesn't bother with such intricate niceties, it just opens the floodgates. Aston has realised a powerful truth recently. Too much is very amusing. And 590lb ft at 2,750rpm is way too much. Hilariously too much. You just leave it in fourth and dip into the torque when the mood takes you. Which is often because the rumbling V8 sounds so good and the rear squats and wriggles so enticingly. There's no doubt the Ferrari is more sophisticated and more thoroughly engineered. The torque management is exceptional, the twin clutch gearbox is crisp and precise, its throttle is more accurate, the traction control more subtle – the whole way along the powertrain, from combusting fuel at one end to smearing rubber on road at the other, the Ferrari is intellectually superior. But Aston make good noise, go fast, beat chest, ug, ug, ug. It's a more primal experience. You'd be forgiven for now imagining the Vantage Roadster is a car with looks to die for and appalling manners. That's not quite it. Look past the elegance of those lines and spot the more brutish proportions – the short wheelbase, the wide stance. It sits on the road like a boxer. And moves like one too. Loves a hook into corners, a jab out the other side, a punch up the straights. The Ferrari is more martial arts. Think balance and harmony, a sense of precision and flow. I haven't come across many roads that buck and weave, toss and turn as much as the road over Whipperdale Bank. In many ways this is the perfect testing ground for a convertible, because the chassis is in a constant state of flex. Aston has reinforced the Vantage's aluminium chassis with extra shear panels, changes to the way it connects with the body, recalibrated rear dampers and retuned gearbox mounts. Although Ferrari is a little coy about exactly what's been done, it does admit the whole sill is new, the pillars and windscreen surround strengthened. All told it comes in at 84kg heavier than the coupe, the Aston's up 60kg. Skip 8 photos in the image carousel and continue reading Across this moorland road the Aston loses its composure first. It wants to get its teeth into a road, but can't cling on to itself as well as the coupe when it does. It doesn't do anything alarming, but its movements become a little vague and your confidence ebbs a bit. Ramping up the modes helps. In Sport Plus the ride doesn't deteriorate much, but body control is significantly tauter, the slack and delay curtailed. The Ferrari is more together, the chassis resisting flex better, the steering retaining its precision. If you want to drive hard on tricky roads, have the Ferrari. In less trying conditions the Aston is, narrowly, the top choice. Neither is a super silent cruiser with the roof up – background hum and buzz penetrates both the Roma's five layer lid and the Vantage's eight (presumably thinner) layers. But on top of that the Aston's ride is always a little busier, has more unwanted movement in it – it's only when the dampers are pressurised in corners that the Vantage genuinely settles. Its manners, however, are generally calmer. The Ferrari is constantly reminding you it's a Ferrari, the Aston is better at switching off and just cruising. If you want to rumble satisfyingly across the Dales, it's there for you. The Ferrari doesn't settle down and allow distance to slip by as easily, but this is a notably calmer car to drive than the Roma coupe – Ferrari says it was intentional for the Spider to be a mite softer. And it does have a very neat trick. Roof down I thought that the Aston had easily the less turbulent cockpit, as I assumed the Roma's flip up tray that forms the rear seat backrest and springs up through 90° to create a flat deck would do nothing. Emphatically wrong. It actually turns out that this might be the best bit of work that Ferrari's aerodynamicists have ever done. The Ferrari feels the better built, more thoroughly engineered car. But then so it should for a list price some £35,000 above the Aston's. And that's before options, where this car is bejeweled to the tune of £113,000. Like the multilayer Rosso Portofino paint? Us too, but not for £23,976. The pop up spoiler on the back deck looks daft as it is without paying £3,919 to have it in carbon fibre. The costs are bananas: £3,214 for a front radar, £3,695 for the (admittedly excellent) Magneride dampers, £4,142 for the tinny 'premium' hi-fi. The Ferrari is the hardcore driver's choice, but is that what you want from a super roadster? All told this Aston is £241,000, although we do think the £10k carbon ceramics should be standard and the £15k for this Q Provenance paint looks suspiciously like Aston is learning bad habits. But overall it seems to offer significantly better value. On residuals, nearly new Roma Spiders with a few hundred miles are listing at around £220k – they're losing whatever options value they're carrying almost immediately. Year old Vantage coupes (the roadster is too new to feature) are also being listed at around their pre-options new price. On balance the Aston is probably doing a bit better, but either way you are going to be losing tens of thousands of pounds in the first year. That Vantage coupe we rate as a 9/10 car – we love it. The hard-top Roma is a 7/10. The soft-top Ferrari is a better car than its coupe cousin, while Aston's latest roadster isn't quite as complete and well rounded as the coupe version. Which all makes this test a close run thing. We're giving victory – as we did late last year when the Vanquish beat the 12Cilindri – to the Aston Martin, and for similar reasons. The Ferrari is the hardcore driver's choice, but is that what you want from a super roadster? More likely you just want a good time, and the Aston delivers that better. We could point to value or cabin ergonomics as reasons for the win, but as much as anything it comes down to charisma and that thumping, thunderous engine.
Irish Examiner
19-07-2025
- Entertainment
- Irish Examiner
Wedding of the Week: Magic of Disneyland Paris proposal followed by fairytale East Cork wedding
Sleeping Beauty's castle was the backdrop to their engagement, and Barnabrow Country House in Cloyne, Co Cork, lent similar fairytale qualities to the ceremony and reception when Ciara Purcell and Donagh O'Riordan said 'I do'. Ciara from Kilrush, Co Clare, and Donagh from Cill Na Martra, Co Cork, were married by celebrant Marian Dooley this month. Ciara Purcell and Donagh O'Riordan. Pictures: Ciara, who works at Alcon, and Donagh, a secondary school teacher, first met in April 2021. 'We instantly clicked and connected over our similar sense of humour and movie taste,' she says. They got engaged three years later, in February 2024, at Disneyland Paris. 'We both love Disneyland,' says Ciara. 'Donagh proposed just outside the castle, and instead of an engagement ring, had an 'engagement tiara'!' Ciara Purcell and Donagh O'Riordan. Pictures: Ciara's dream dress awaited her in the first bridal boutique she visited, Cinderella's Closet. 'Wedding dress shopping was really easy. My sister and maid of honour Emily came with me, and I had a solid vision in mind. The designer was chosen well before the wedding as I loved every Justin Alexander dress I'd seen,' she says. Ciara Purcell and Donagh O'Riordan with Emily Purcell and Cian O'Riordan. Pictures: 'The look was princess-like. I teamed my long ballgown-shaped dress with the tiara that Donagh proposed to me with — we didn't do rings because of preference. 'Donagh's suit, from Tom Murphy's, was light in colour, which he originally wouldn't have gone for, but once he tried it on, it suited him great.' Ciara Purcell and Donagh O'Riordan. Pictures: The couple opted for an intimate wedding. 'We wanted it to be low-key and to be very 'us',' says Ciara. 'We didn't want a traditional wedding. Everything went better than we could have expected. There were lots of tears during the ceremony, the food was amazing, and every single person who helped during the day was wonderful. There was a lot of love in the place.' Ciara Purcell and Donagh O'Riordan. Pictures: Both sets of parents, Anne and Stephen Purcell and Geraldine and Tadhg O'Riordan, had key roles, including chauffeur duties. 'Our parents drove us to the venue, but we left in Donagh's red MX5 — he fully restored the vintage car just in time for the wedding,' says Ciara. Bride Ciara Purcell with her maid of honour Emily Purcell. Pictures: The bride's sister Emily Purcell was the maid of honour and the groom's brother Cian O'Riordan was the best man. Elegance Florists devised the décor, and Ciara's sister Laura supplied a centrepiece and aisle flowers from her own garden. The bride's sister Sinead made the cake, and Donagh's sister Andrea baked cookies for the reception and the sweets table. Ciara Purcell with her dad Stephen Purcell. Pictures: The bridal hairstyling was by Dawn Monaher of Dawn HairyFairy with makeup by Allure. Photographer Dermot Sullivan was behind the lens. 'Dermot actually grew up next door to Ciara's father — we only found this out on the wedding day!' says Donagh. Ciara Purcell and Donagh O'Riordan. Pictures: DJ Bryan McDonnell 'read the room well', adds Ciara: 'He kept everyone coming back for more dancing! Our first dance was to The Carpenters' 'Close to You'. We had a dance rehearsed for the song with the help of a dance teacher, Niamh from Cork Dance Scene. We practised loads but ended up forgetting a chunk of it and improvising on the day. No one noticed!' Ciara Purcell and Donagh O'Riordan. Pictures: The newlyweds jetted off to Corfu for their honeymoon. 'We are there now and having a blast — the best holiday we've ever been on,' says the bride. The Ballintemple-based couple are currently in 'the long process of buying a house', adds Ciara. If you would like your wedding to be featured in Weekend email
Hindustan Times
24-06-2025
- Automotive
- Hindustan Times
Booked a Mahindra Thar Roxx recently? You might get it sooner than you expected
Mahindra Thar Roxx is available in two engine options including a turbo petrol and a turbo diesel. Check Offers The Mahindra Thar Roxx has been one of the most hyped SUVs in the Indian market since its launch. The carmaker reported a registrations of about 1.76 lakh bookings within the first hour of opening it to the public. The homegrown carmaker announced a price hike on the SUV in January and has also been introducing new editions of the Mahindra Thar Roxx. In its most recent post on social media, Mahindra announced that it will be ramping up the production speed of the car to fulfil the market demand. Mahindra Thar Roxx: Engines Mahindra is offering the Thar Roxx with a 2.2-litre diesel engine and a 2.0-litre turbo petrol engine. Both engines come with a 6-speed manual gearbox or a 6-speed torque converter automatic transmission. Also Read : Actor Eijaz Khan brings home the Mahindra Thar Roxx 4x4 Mahindra Thar Roxx: Variants Mahindra Thar Roxx comes in six variants. There is MX1, MX3, AX3L, MX5, AX5L, and AX7L. The AX3L variant is exclusively equipped with a diesel engine and a manual transmission. In comparison, the AX5L variant features a diesel engine as well, but it is only available with an automatic transmission. The remaining variants utilize petrol engines. Starting from the MX5 variant, four-wheel drive (4WD) configurations are offered; however, it is essential to highlight that the 4WD variants do not provide a petrol engine option. Related watch: Mahindra Thar Roxx first drive impressions: Loaded enough to worry Creta, Seltos? Mahindra Thar Roxx: New interior colour scheme Mahindra also unveiled a new interior colour choice for the Thar Roxx, named Mocha Brown, which will be available alongside the existing Ivory option. Currently, deliveries for both, the Thar Roxx with Ivory and Mocha interiors have begun. The Mocha option is exclusively offered for the 4x4 variants. Mahindra Thar Roxx Features On the feature front, the Thar Roxx is loaded to the gills and comes with a panoramic sunroof, ventilated front seats with leatherette upholstery, automatic climate control, a Harman Kardon sound system, a 10.25-inch digital instrument console and infotainment system each, with Apple CarPlay and Android Auto connectivity. The safety features are equally extensive with six airbags, three-point seatbelts for all occupants, ESC, and Level 2 ADAS. The Thar Roxx received a full five-star safety rating in the Bharat NCAP crash tests. Check out Upcoming Cars in India 2024, Best SUVs in India. First Published Date: 24 Jun 2025, 14:29 PM IST
The Citizen
04-06-2025
- Automotive
- The Citizen
No longer boxed as Hyundai prices all-new, hybrid-only Santa Fe
For the first time in South Africa, Hyundai offers a hybrid powertrain and, in the case of the Santa Fe, minus a turbodiesel engine. Revealed nearly two years ago, Hyundai, after a number of delays, have finally announced pricing for the all-new Santa Fe ahead of its South African market launch this month. Dramatic new look The most radical iteration in the moniker's now 25-year history, the fifth generation Santa Fe, known internally as MX5, adopts a distinct boxy appearance similar to the Defender 130 and the erstwhile Ford Flex, while also becoming the first Hyundai model in South Africa to use a hybrid powertrain. ALSO READ: New box ticked as Hyundai debuts radically new Santa Fe Slimmed down to a solitary model, the four-wheel-drive Elite with seating for seven, the Santa Fe conforms to a styling concept known as 'Open for More' and, aside from taking styling inspiration from the Exter at the front, boasts a rear facia with wraparound light clusters mounted above the bumper not to dissimilar to the much-criticised second generation Ford Scorpio. Wider and longer than the previous Santa Fe, but with the same width and a longer wheelbase, the newcomer's ground clearance decreases from 205 mm to 177 mm. Boxy styling has elements from the Defender 130 and, at the rear, the controversial Ford Scorpio in the look of the light clusters. Image: Hyundai Due to its design, space ranges from 413-litres with all seven seats up, to 725-litres with in five-seat guise. Dropping the middle-row sees this increase to 1 148-litres. Although no tow rating was released, Hyundai reports an approach angle of 17.4-degrees, breakover of 15.3-degrees and departure of 17.4-degrees. Boxy inside Inside, the boxy theme continues in the design of the dashboard that houses a pair of 12.3-inch displays for the instrument cluster and infotainment system. Exterior's boxy design continues inside. Image: Hyundai Also fitted is a 6.6-inch panel with physical buttons and dials for the climate control and a floating centre console with dual cupholders, a pair of smartphone charging pads, type-C USB ports and armrest-cum-storage area. Spec Riding on 20-inch alloy wheels, the Santa Fe's list of standard amenities include the following: LED headlights; side window blinds for the second row; ambient lighting; dual-pane panoramic sunroof; leather upholstery; 12-speaker Bose sound system; heated and ventilated front seats; keyless entry; push-button start; rain sense wipers; heated second row digital rear-view mirror; wireless Apple CarPlay and Android Auto On the safety and driver assistance side, Hyundai has left little out from the European model by equipping the South African-spec Santa Fe with the following: 360-degree camera system; tyre pressure monitor; front and rear parking sensors; Adaptive Cruise Control Rear Occupant Alert; Forward Collision Avoidance Assist; Lane Keep Assist; Road Edge Detection; Blind Spot Monitoring; Rear Cross Traffic Alert; Driver Attention Alert; Lane Follow Assist; Blind Spot Collision Avoidance Assist; Reverse Automatic Braking; Safe Exit Assist Goodbye diesel Up front, the Santa Fe's biggest departure from previous generations, as mentioned, is the lack of a turbodiesel engine the MX5 never received development for. Instead, it now derives motivation from a self-charging hybrid consisting of a 1.6 T-GDI petrol engine and a 270-volt battery that powers an electric motor integrated into the housing of the six-speed automatic gearbox. While the former produces 132kW/265Nm on its own, the electric hardware outputs 44kW/264Nm, which, in combined form, develops 175kW/367Nm – 27 kW more but 73 Nm less than the outgoing Santa Fe's 2.2-litre turbodiesel. According to Hyundai, the setup results in a top speed of 190 km/h, 0-100 km/h in 9.5 seconds and a claimed fuel consumption of 7.5 L/100 km. In total, three modes are fitted: Eco, MyDrive and Sport, plus three off-road or Terrain settings: Sand, Snow and Mud. At the same time, three levels of brake regeneration can be selected from by using the paddle shifters which seemingly don't function as the manual override for the transmission. Colours and price On the colour front, six hues have been selected: Creamy White Pearl, Electronic Grey Pearl, Abyss Black Pearl, Pebble Blue Pearl, Typhoon Silver Metallic and Earthy Brass Matte. Priced at R1 249 900, the Santa Fe's sticker includes a seven-year/200 000 km warranty, a six-year/90 000 km service plan and an eight-year/160 000 km battery pack warranty. NOW READ: Diesel boxed as Hyundai fully details all-new Santa Fe
Forbes
27-05-2025
- Automotive
- Forbes
Evidence That Mazda's Next MX-5 Miata Will Switch To Electric
This is the ICONIC SP concept on display during the Japan Mobility Show in 2023. It is highly ... More expected that this concept will influence the next MX-5. (Photo by Jun Sato/WireImage) The rumors flying around concerning which way the next-generation Mazda MX-5 Miata's powertrain will go appear to have reached a climax. And according to Britain's Auto Express magazine, the answer seems to be — fully electric, or at least an EV powertrain will be optional as will an all-new ICE unit. The current model 'ND' version of the MX-5 has been on the market for more than ten years now and has practically become the antithesis of increasingly heavy electric sports cars like the MG Cyberster, Lotus Evija and Maserati GranTurismo Folgore. Hovering at around 2200 lbs since its inception way back in 1989, the tiny Mazda has stayed true to its original philosophy — lightweight sports. Auto Express reports that it has uncovered patents, filed in the U.S. of the MX-5 Miata with electric power. These patents reveal batteries located in the transmissions tunnel in a coupe that can only be interpreted as the next-gen MX-5. The construction in the patent images goes against the typical pure EV 'skateboard' architecture which could make it difficult to reproduce the low-to-the-ground driving position we see in all previous roadsters. Battery placement in the transmission tunnel is not new, with the most recent Lamborghini Revuelto's employing a 3.8kWh pack in its tunnel. While Mazda's new setup is pure electric, the Lamborghini uses its battery to complement a plug-in hybrid system. The current Mazda MX-5 RF Sport. (Photo by National Motor Museum/Heritage Images via Getty Images) The MX-5's conventional size, form, and weight distribution have been maintained by using this somewhat creative approach to battery integration. In addition to the transmission tunnel, Mazda has incorporated batteries behind both seats, similar to the layout in the upcoming Porsche Cayman EV. Although it isn't stated in the patents, the necessity of a "transmission tunnel" in the first place clearly implies that the technology is built on a shared architecture between an internal combustion engined car with a conventional gearbox and a pure-EV. Mazda realizes that going full electric with its flagship sports car is too extreme and financially risky, so it's hedging its bets and will offer an EV and an ICE version. According to Mazda's application, "the yaw moment of inertia can be further reduced because the battery is installed in the tunnel portion, allowing the vehicle's center of gravity to be near the middle of the vehicle.' Mazda's well-known "Jinba-ittai" (horse and rider as one) philosophy has made the MX-5 seem more agile since its inception. The "yaw of inertia" that Mazda is referring to here is basically the vehicle's directional change, so decreasing this helps make a car handle better. While the British magazine mentions that Mazda has not leaked any information on the potential battery size yet, we can be reasonably sure that it will get a unit larger than the 35.5kWh battery in the MX-30 SUV, which was prematurely canceled after its poor 100-mile range forced its exit from the U.S. lineup. Given that the MX-5 has always been rear-wheel-drive, and given that the patent image shows a single electric motor behind the seats, we can expect the new 'NE' model to carry on the rear-drive tradition. What will the new MX-5 look like? The company revealed the drop-dead good-looking, rotary-powered Iconic SP concept at the 2023 Tokyo Motor Show (now called the less impactful 'Japan Mobility Show'!) which the magazine suggests will influence the next MX-5's styling. However, the patent application, which is merely named "electric automobile," does not confirm that the MX-5 would be electric-only. Earlier this year, Mazda unveiled its "multi-solution strategy" to provide customers with multiple powertrain sources, including battery electric vehicles, hybrids, and internal combustion engines. As a result, we expect Mazda's new internal-combustion Skyactiv-Z engine to power the "NE" model, which will replace the current "ND" generation MX-5 later this decade. According to the company, the new powertrain will meet Euro 7 emissions regulations and serve as the foundation of Mazda's lineup "for small products in the electrification era.' So expect the next MX-5 to offer two very different MX-5 Miata models by 2027, one delivering electric-only power and the other fitted with a conventional gasoline engine.
