The Mazda MX-5 is a fantastic little basic car with a front engine, rear-wheel-drive roadster without unnecessary frills to detract from the thrills you get from the sweet handling and decent chassis. Performance wise it has a lower-powered 124bhp 1.8- litre that might be just a touch too limp for such a capable chassis. The two-litre model sneaks to 62mph in just a smidgen under 8.0-seconds and on to a top speed of 131mph, which is exactly where the Mazda MX-5 feels most comfortable. It is not a fire-breather, but that is not really the point in this context – it is all about the way the little Mazda drives. Where the driving is concerned the new MX-5 - much like the old model - is extremely sensitive to wheel and tyre choice. The big rims and tyres look good but spoil the roadster's delicacy. They tend to catch ruts and cambers more, which means that the car is less progressive on the limit.

Surprising amounts of space are readily available in the new car, thanks to some very clever attention to detail on the part of the design team. There is buckets of storage cubby action available in the cabin, with a decent boot even when the hood is stowed. And the front seats cope with even the biggest of occupants without popping you up over the windscreen top and into the breeze.

You can tell the MX-5 has been built down to a price, but they have done the best that they can. Interior quality is a decent step up from the old model, with some nice new shapes and everything - the hood especially - just reeks of quality engineering. The plastics however are not so impressive. There is a depth of feeling about the whole car that inspires confidence in the way it has been put together. If in doubt, check under the bonnet for evidence.

Safety Six airbags are available as well as traction and stability control for the first time on an MX-5. To be brutal, the car just does not need it, but it will probably prevent someone having a wheel twirling moments on an icy roundabout. The two rollover hoops shadow the headrests of the front seats, so they are not visually intrusive but it is nice to know that they are there.

We should all own an MX-5 at least once in our lives, if only to demonstrate to ourselves why getting back to basics is a very good thing. It will also probably save your driving license from taking a battering because you get the thrills without the speed. It should also hold a decent residual value thanks to solid demand for MX-5s of absolutely any kind. No reason to believe this model will be any different.

It will put a smile on your face wider than the Grand Canyon, so it is hard to put an empirical value on the new MX-5. It is better than the older models in terms of quality and refinement, but has resisted the temptation to wander off down the silicon-tweak school of chassis management. The prices has been increased, but if you can afford to go for the newer model then do so. And do not forget to go for the smaller wheels.

In short the Mazda MX-5 is a great little car which is improved rather than re-designed over the old model. It makes tons of sense if you fancy a toy that will not break the bank, or make passers-by hate you on sight.

The Mazda MX-5 is a fantastic little basic car with a front engine, rear-wheel-drive roadster without unnecessary frills to detract from the thrills you get from the sweet handling and decent chassis. Performance wise it has a lower-powered 124bhp 1.8- litre that might be just a touch too limp for such a capable chassis. The two-litre model sneaks to 62mph in just a smidgen under 8.0-seconds and on to a top speed of 131mph, which is exactly where the Mazda MX-5 feels most comfortable. It is not a fire-breather, but that is not really the point in this context – it is all about the way the little Mazda drives. Where the driving is concerned the new MX-5 - much like the old model - is extremely sensitive to wheel and tyre choice. The big rims and tyres look good but spoil the roadster's delicacy. They tend to catch ruts and cambers more, which means that the car is less progressive on the limit.

Surprising amounts of space are readily available in the new car, thanks to some very clever attention to detail on the part of the design team. There is buckets of storage cubby action available in the cabin, with a decent boot even when the hood is stowed. And the front seats cope with even the biggest of occupants without popping you up over the windscreen top and into the breeze.

You can tell the MX-5 has been built down to a price, but they have done the best that they can. Interior quality is a decent step up from the old model, with some nice new shapes and everything - the hood especially - just reeks of quality engineering. The plastics however are not so impressive. There is a depth of feeling about the whole car that inspires confidence in the way it has been put together. If in doubt, check under the bonnet for evidence.

Safety Six airbags are available as well as traction and stability control for the first time on an MX-5. To be brutal, the car just does not need it, but it will probably prevent someone having a wheel twirling moments on an icy roundabout. The two rollover hoops shadow the headrests of the front seats, so they are not visually intrusive but it is nice to know that they are there.

We should all own an MX-5 at least once in our lives, if only to demonstrate to ourselves why getting back to basics is a very good thing. It will also probably save your driving license from taking a battering because you get the thrills without the speed. It should also hold a decent residual value thanks to solid demand for MX-5s of absolutely any kind. No reason to believe this model will be any different.

It will put a smile on your face wider than the Grand Canyon, so it is hard to put an empirical value on the new MX-5. It is better than the older models in terms of quality and refinement, but has resisted the temptation to wander off down the silicon-tweak school of chassis management. The prices has been increased, but if you can afford to go for the newer model then do so. And do not forget to go for the smaller wheels.

In short the Mazda MX-5 is a great little car which is improved rather than re-designed over the old model. It makes tons of sense if you fancy a toy that will not break the bank, or make passers-by hate you on sight.

British performance sports car manufacturer Lotus has officially unveiled their 2010 Lotus Exige S240.  While Lotus fans will recognize this as a very subtle update, the grille and rear wing facelift is a step forward for the mark. The exciting new 2010 Lotus Exige S240 enters the United States and Canadian markets in the fall of 2009 with new front styling, a new rear wing and the same rare combination of exceptional performance and high efficiency.

The Lotus Exige S240 features a roof integrated air intake scoop feeds air through the air-to-air intercooled and supercharged 1.8 liter Lotus-tuned and Toyota-sourced 2ZZ-GE engine with Intelligent Variable Valve Timing (VVT-i) to provide 240hp at 8,000 rpm and 170 ft.-lbs. of torque at 5,500.

The 2010 Lotus Exige S240 sprints to 60 mph in a blistering 4.1 seconds and the 100 mph barrier sails by in approximately 10 seconds with top speed is 150 mph. The Lotus Exige S240 is equipped with a 6-speed transaxle synchromesh transmission, traction control and launch control. New for 2010, the optional Track Package will include adjustable Ohlins dampers with threaded spring perches and remote oil reservoirs front and rear.

The Lotus Exige is a renowned high performance coupe that has a well earned reputation as the choice for drivers who demand uncompromised performance, both on the road and on the track. The 2010 Exige S240 introduces a few key enhancements to update the appearance and improve aerodynamic performance. A restyled front end and new larger, low drag rear wing, not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

Passing along lessons learned on the track with the Exige GT3 racing program, Lotus Sport Cars has contributed another important technology – variable launch control combined with variable traction control. The launch control allows the driver to determine the number of revs they wish to use during a standing start. Having programmed that limit, the driver then holds their foot down fully on the throttle pedal and sidesteps the clutch pedal for a very quick departure from the line. The clutch damper cushions the severity of the clutch to transmission engagement to minimize the stresses to the drivetrain. The launch control also keeps wheel-spin at bay until 6 mph, after which the traction control assumes its duties.

Like all Lotus cars, the functional components of the car are also beautifully designed as Russell Carr, Chief of Lotus Design, explains, "For 2010 we have taken the already visually extreme Exige and given it even more visual drama. The changes we have integrated to the front and rear of the Exige signal an even clearer and purposeful intent. The functional rear wing is race-inspired, the new angular air intakes and full width splitter give a more hard-edged and aggressive look. Overall, the Exige appears more planted and gives the illusion that both the front and rear of the car are wider than they really are, yet without losing its agile and sleek character."

The new 2010 Lotus Exige S240 is scheduled to launch in the US and Canada in the Fall of 2009. This new 2010 Lotus Exige S240 goes on sale this fall with a starting price of $65,690 and will be available in an upgraded track package with added performance benefits. The 2010 Lotus Exige S240 will hit U.S. and Canadian markets this Autumn.

British performance sports car manufacturer Lotus has officially unveiled their 2010 Lotus Exige S240.  While Lotus fans will recognize this as a very subtle update, the grille and rear wing facelift is a step forward for the mark. The exciting new 2010 Lotus Exige S240 enters the United States and Canadian markets in the fall of 2009 with new front styling, a new rear wing and the same rare combination of exceptional performance and high efficiency.

The Lotus Exige S240 features a roof integrated air intake scoop feeds air through the air-to-air intercooled and supercharged 1.8 liter Lotus-tuned and Toyota-sourced 2ZZ-GE engine with Intelligent Variable Valve Timing (VVT-i) to provide 240hp at 8,000 rpm and 170 ft.-lbs. of torque at 5,500.

The 2010 Lotus Exige S240 sprints to 60 mph in a blistering 4.1 seconds and the 100 mph barrier sails by in approximately 10 seconds with top speed is 150 mph. The Lotus Exige S240 is equipped with a 6-speed transaxle synchromesh transmission, traction control and launch control. New for 2010, the optional Track Package will include adjustable Ohlins dampers with threaded spring perches and remote oil reservoirs front and rear.

The Lotus Exige is a renowned high performance coupe that has a well earned reputation as the choice for drivers who demand uncompromised performance, both on the road and on the track. The 2010 Exige S240 introduces a few key enhancements to update the appearance and improve aerodynamic performance. A restyled front end and new larger, low drag rear wing, not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

Passing along lessons learned on the track with the Exige GT3 racing program, Lotus Sport Cars has contributed another important technology – variable launch control combined with variable traction control. The launch control allows the driver to determine the number of revs they wish to use during a standing start. Having programmed that limit, the driver then holds their foot down fully on the throttle pedal and sidesteps the clutch pedal for a very quick departure from the line. The clutch damper cushions the severity of the clutch to transmission engagement to minimize the stresses to the drivetrain. The launch control also keeps wheel-spin at bay until 6 mph, after which the traction control assumes its duties.

Like all Lotus cars, the functional components of the car are also beautifully designed as Russell Carr, Chief of Lotus Design, explains, "For 2010 we have taken the already visually extreme Exige and given it even more visual drama. The changes we have integrated to the front and rear of the Exige signal an even clearer and purposeful intent. The functional rear wing is race-inspired, the new angular air intakes and full width splitter give a more hard-edged and aggressive look. Overall, the Exige appears more planted and gives the illusion that both the front and rear of the car are wider than they really are, yet without losing its agile and sleek character."

The new 2010 Lotus Exige S240 is scheduled to launch in the US and Canada in the Fall of 2009. This new 2010 Lotus Exige S240 goes on sale this fall with a starting price of $65,690 and will be available in an upgraded track package with added performance benefits. The 2010 Lotus Exige S240 will hit U.S. and Canadian markets this Autumn.

American tuners SpeedFactory have increased the output of the Dodge Challenger SRT8 from 425 hp to 600 hp (447 kW / 608 PS) without the use of a supercharger.

Starting with the standard 6.1-liter HEMI engine engineers increased the displacement to a full 7.0-liters (426 cu in). In addition to a higher volume air intake system matched with a stainless steel Corsa exhaust , SpeedFactory also used "a custom Comp hydraulic cam along with an 85mm throttle body with a CNC machined stock manifold that is port matched with a blended plenum to produce a dyno-proven 595-605 HP on premium-grade 91 octane pump fuel," the company states in a press release.

Equipped with a six-speed manual transmission, SpeedFactory also adds a Getrag IRS and Centerforce clutch, as well as a few other goodies. The engine is not the only thing to get an upgrade on the car.  The vehicle's handling is buffed up with performance-grade springs, added struts, and new sway bars.  20-inch BBS wheels are wrapped in Michelin Pilot Sport PS2 tires.

Leather seats, leather door inserts, custom floormats and various badging round out the package.  The 2010 SF600R Challenger is now available, and costs $73,900.

Press Release:

SpeedFactory Introduces the 2010 SF600R Challenger

Atlanta, April 20, 2010 – SpeedFactory, the leader in modern Mopar supercars, today announced the industry’s first 6spd manual, 600 HP ‘SF600R’ Challenger, as part of their complete line of 2010 Mopar supercars.

The ‘R’ designation in the SF600R Challenger denotes a SpeedFactory hi-performance, normally-aspirated, bored, stroked and balanced 6.1L Hemi block, increasing the displacement to 426 cu. in. (7 liters).

This modern 426 powerplant has an all-forged rotating assembly and features CNC ported aluminum heads with new valves, guides, seals, Bee Hive springs and titanium retainers. A custom Comp hydraulic cam along with an 85mm throttle body works with a CNC machined stock manifold that is port matched with a blended plenum to produce a dyno-proven 595-605 HP on premium-grade 91 octane pump fuel.

Additional SpeedFactory performance modifications include a CARB- certified high volume air intake and Corsa stainless steel cat back exhaust system for better breathing. The increased power is managed with a Centerforce clutch and a Getrag IRS with 1000 HP half-shafts. Handling is improved with performance springs and sway bars as well as additional front and rear strut tower braces. The SF600R Challenger rides on premium Michelin Pilot Sport PS2 tires mounted on staggered 20? BBS Black Edition CH-R flow-formed wheels.

The SpeedFactory Signature package is also included on the SF600R and features a serial numbered plaque along with SpeedFactory exterior badging and graphics. Inside the SF600R features premium leather seats and door panels embossed with SpeedFactory branding as well as custom floor mats.

On the addition of the SF600R Challenger to the SpeedFactory line-up, Mike Brillanti, President, SpeedFactory Sports Cars stated “This car offers supercharged power in a normally-aspirated, 6spd manual package. It’s a true enthusiast’s sports ar and it enables us to widen the appeal of SpeedFactory products to now include a 600HP vehicle for those enthusiasts who prefer a ‘normally-aspirated’ powerplant. We offer the SF600R with either a 5spd automatic or the 6spd manual transmission. ”

American tuners SpeedFactory have increased the output of the Dodge Challenger SRT8 from 425 hp to 600 hp (447 kW / 608 PS) without the use of a supercharger.

Starting with the standard 6.1-liter HEMI engine engineers increased the displacement to a full 7.0-liters (426 cu in). In addition to a higher volume air intake system matched with a stainless steel Corsa exhaust , SpeedFactory also used "a custom Comp hydraulic cam along with an 85mm throttle body with a CNC machined stock manifold that is port matched with a blended plenum to produce a dyno-proven 595-605 HP on premium-grade 91 octane pump fuel," the company states in a press release.

Equipped with a six-speed manual transmission, SpeedFactory also adds a Getrag IRS and Centerforce clutch, as well as a few other goodies. The engine is not the only thing to get an upgrade on the car.  The vehicle's handling is buffed up with performance-grade springs, added struts, and new sway bars.  20-inch BBS wheels are wrapped in Michelin Pilot Sport PS2 tires.

Leather seats, leather door inserts, custom floormats and various badging round out the package.  The 2010 SF600R Challenger is now available, and costs $73,900.

Press Release:

SpeedFactory Introduces the 2010 SF600R Challenger

Atlanta, April 20, 2010 – SpeedFactory, the leader in modern Mopar supercars, today announced the industry’s first 6spd manual, 600 HP ‘SF600R’ Challenger, as part of their complete line of 2010 Mopar supercars.

The ‘R’ designation in the SF600R Challenger denotes a SpeedFactory hi-performance, normally-aspirated, bored, stroked and balanced 6.1L Hemi block, increasing the displacement to 426 cu. in. (7 liters).

This modern 426 powerplant has an all-forged rotating assembly and features CNC ported aluminum heads with new valves, guides, seals, Bee Hive springs and titanium retainers. A custom Comp hydraulic cam along with an 85mm throttle body works with a CNC machined stock manifold that is port matched with a blended plenum to produce a dyno-proven 595-605 HP on premium-grade 91 octane pump fuel.

Additional SpeedFactory performance modifications include a CARB- certified high volume air intake and Corsa stainless steel cat back exhaust system for better breathing. The increased power is managed with a Centerforce clutch and a Getrag IRS with 1000 HP half-shafts. Handling is improved with performance springs and sway bars as well as additional front and rear strut tower braces. The SF600R Challenger rides on premium Michelin Pilot Sport PS2 tires mounted on staggered 20? BBS Black Edition CH-R flow-formed wheels.

The SpeedFactory Signature package is also included on the SF600R and features a serial numbered plaque along with SpeedFactory exterior badging and graphics. Inside the SF600R features premium leather seats and door panels embossed with SpeedFactory branding as well as custom floor mats.

On the addition of the SF600R Challenger to the SpeedFactory line-up, Mike Brillanti, President, SpeedFactory Sports Cars stated “This car offers supercharged power in a normally-aspirated, 6spd manual package. It’s a true enthusiast’s sports ar and it enables us to widen the appeal of SpeedFactory products to now include a 600HP vehicle for those enthusiasts who prefer a ‘normally-aspirated’ powerplant. We offer the SF600R with either a 5spd automatic or the 6spd manual transmission. ”

LONDON — MG Motor has begun work on an all-new front-engine, rear-drive open-top sports cars to replace its aging midengine TF roadster, now 15 years old. MG insiders tell Inside Line that the company might consider selling the sports cars in the U.S., given the marque's history in North America, but currently have no solid plans for a return.

MG and SAIC have to provide the Mazda Miata with a little competition which could mean trouble for Mazda. Right now, it seems that Mazda is doing some damage with the Miata and its faithful followers, but one look at this rendering and people might decide to jump ship and cruise with the MG.

Development is at a very early stage and has significantly lower priority than the company's plans to introduce both the new MG6 hatchback, already on sale in China, and a new supermini to its U.K. factory. MG's Chinese owner Shanghai Auto hopes to re-establish mainstream car production in Britain and relaunch the MG brand across Europe.

But the company believes that a new sports cars is essential to the long-term credibility of MG as a sporting brand. Though far from concrete, the aim is to introduce the model during 2014. It would be built at MG's Birmingham, England plant.

That means the sports car manufacturer will not actually be manufacturing any sports cars for at least three years, rather preferring to focus its attention on the new MG6 and a small city car to be built in the UK. MG plans to build the new sports cars in Birmingham, England, as the brand’s Chinese owner, Shanghai Automotive Industry Corp (SAIC), attempts to reintroduce MG throughout Europe. One source close to the project says that MG wants to create a direct rival to the Mazda Miata, which is why a front-engine, rear-drive layout is preferred.

The first rumored model to be offered will be the 2014 MG TF Roadster with a front engine or rear drive layout and a soft-top design. A retactable hadrtop will not be offered due to cost and complexity. Under the hood there will be a GM sourced turbodiesel, a gasoline V6 engine, and a hybrid powertrain based on the system in SIAC Rowe 750. Although production is 3 years off, sources close to the project tell us that the early designs for the 2014 MG TF resemble these renderings. Note that the TF will again employ a soft top design.

Sources tell us a midengine layout, as used on today's TF, has been rejected because of the styling and packaging limitations it forces on the car, while front-wheel drive has been eliminated for not being sporty enough. MG does not expect the TF to live much beyond the end of 2010, leaving the brand without a sports cars for at least three years while a new model is developed. The company has not ruled out trying to find a partner with which to share a platform.

LONDON — MG Motor has begun work on an all-new front-engine, rear-drive open-top sports cars to replace its aging midengine TF roadster, now 15 years old. MG insiders tell Inside Line that the company might consider selling the sports cars in the U.S., given the marque's history in North America, but currently have no solid plans for a return.

MG and SAIC have to provide the Mazda Miata with a little competition which could mean trouble for Mazda. Right now, it seems that Mazda is doing some damage with the Miata and its faithful followers, but one look at this rendering and people might decide to jump ship and cruise with the MG.

Development is at a very early stage and has significantly lower priority than the company's plans to introduce both the new MG6 hatchback, already on sale in China, and a new supermini to its U.K. factory. MG's Chinese owner Shanghai Auto hopes to re-establish mainstream car production in Britain and relaunch the MG brand across Europe.

But the company believes that a new sports cars is essential to the long-term credibility of MG as a sporting brand. Though far from concrete, the aim is to introduce the model during 2014. It would be built at MG's Birmingham, England plant.

That means the sports car manufacturer will not actually be manufacturing any sports cars for at least three years, rather preferring to focus its attention on the new MG6 and a small city car to be built in the UK. MG plans to build the new sports cars in Birmingham, England, as the brand’s Chinese owner, Shanghai Automotive Industry Corp (SAIC), attempts to reintroduce MG throughout Europe. One source close to the project says that MG wants to create a direct rival to the Mazda Miata, which is why a front-engine, rear-drive layout is preferred.

The first rumored model to be offered will be the 2014 MG TF Roadster with a front engine or rear drive layout and a soft-top design. A retactable hadrtop will not be offered due to cost and complexity. Under the hood there will be a GM sourced turbodiesel, a gasoline V6 engine, and a hybrid powertrain based on the system in SIAC Rowe 750. Although production is 3 years off, sources close to the project tell us that the early designs for the 2014 MG TF resemble these renderings. Note that the TF will again employ a soft top design.

Sources tell us a midengine layout, as used on today's TF, has been rejected because of the styling and packaging limitations it forces on the car, while front-wheel drive has been eliminated for not being sporty enough. MG does not expect the TF to live much beyond the end of 2010, leaving the brand without a sports cars for at least three years while a new model is developed. The company has not ruled out trying to find a partner with which to share a platform.