What do a Mazda Miata and Porsche Carrera S have in common? Not the sticker price, that’s for sure.
At $140,000—the cost of a decked-out Porsche cabriolet—you can buy five Miatas. But then, the Carrera has a killer engine, sublime handling and revved-up exhaust rumble that can be heard blocks away.
Still, don’t make a beeline to your local Porsche dealer just yet. The redone Miata—the MX-5 Club edition below—is the best ever, with sexy sport package, quick steering and grippy rear-wheel drive.
Mazda MX-5 Miata Club PRHT
Mpg: 21 city/28 highway
0-to-60 mph: 6.1 seconds
Cargo space: 5.3 cu. ft.
Sure, most Miatas look like toy Matchbox cars. But Mazda butched things up by adding the tuner-like Club model, with front air dam, rear diffuser and racy black accents on the power hardtop, side mirrors and 17-inch alloy wheels. Those Euro-like alloys also come with thick, high-performance tires to help hold the road. Inside, the “Fast and Furious” tweaks continue, with red stitching on the black cloth seats, a leather-wrapped shifter knob and steering-wheel audio controls. But there are a few downsides: the engine can sound course when revving to highway speeds, and the quirky release lever for the fuel lid is hidden in a hard-to-reach compartment between the seats. Another bummer: no back seat, which means no rear stowage (except for the tiny trunk) where you can easily toss a briefcase or purse. But the Miata easily beats similar pint-sizers in price, and it retains its crown as the best-selling two-seat convertible in history.
Porsche 911 Carrera S Cabriolet
Mpg: 19 city/27 highway
0-to-60 mph: 4.3 seconds
Cargo space: 12 cu. ft.
Pull up in front of a tony restaurant, flip the keys to a valet and—whoa—suddenly you’re a rock star. At least that’s what happened in the Carrera S cabrio, which should be at the top of any midlife-crisis checklist. This is the high-performance model of the iconic 911—redesigned last year—with 400 hp (or a monster 430-hp in the optional Powerkit package). Fast and precise, with 20-inch wheels and stunningly quick braking, this is still the only production car with a seven-speed manual transmission. Yet, soft-top convertibles—without the sturdy rear pillars of a coupe—are prone to cowl shake and wrinkly rooflines. Not so the 911. Porsche reinforced the chassis and used firm curved panels in the canvas top to give this roadster a true coupe silhouette. That top can be raised or lowered in 13 seconds, even while driving at low speeds. Both the automatic wind deflector and rear wing can be stowed with the push of a button. And the glam cabin is tres trendy, with lots of high-tech gauges, 12-speaker Bose surround-sound stereo and sleek Prada-like lines across the dash and center console. Perhaps the only real problem is the low-slung chassis. Older, er, more mature drivers may feel like Mick Jagger when they try to get in this Porsche. But once they’re behind the wheel, they’ll feel as young as Justin Timberlake.
One lean, mean green machine
New Ford Mustang Mach-E is electrifying
Here’s a shocker: Electric vehicles have been around for over 180 years. By the time of the first Hershey bar in 1900, EVs had hit their own sweet spot—surging to almost 30 percent of all vehicles sold in the U.S. But when Henry Ford began to produce cars on his moving assembly line in 1913, the popularity of the gas-powered Model T soon short-circuited EV sales. Cue to a century later, when the debut of the all-electric Nissan Leaf in 2010 sent a jolt through the auto industry. Yet it would take another decade to get drivers charged up about anything other than gas-powered rides. Today, it’s hard to keep track of all the EVs out there, along with other green machines like hybrids. While the current microchip shortage has slowed or stopped production on many cars for now, I was lucky enough to drive the all-new, all-electric Ford Mustang Mach-E. The experience was, well, truly electrifying.
Ford Mustang Mach-E
Range: up to 305 miles
0 to 60 mph: 4.2 seconds
When the Ford Mustang Mach-E was first announced, many auto aficionados were left scratching their heads. After all, a Mustang is one of the most iconic muscle cars ever created, and the Mach-E designation sounds suspiciously like the “Mach-1” branding used on flashy high-performance Stangs. Yet this new Mustang is a crossover SUV—and an electric one to boot. While the initial designs were captivating, plenty of skeptics remained. Luckily, they needn’t have worried. I was mesmerized the moment the Mach-E arrived, eager to run my hand along its sinewy side panels and strapping rear end. To keep the design as aerodynamic as possible, there are no traditional door handles. Instead, you use the key fob, your smartphone or a push button on the window frame to pop open the door.
On the inside, there’s a small latch in the armrest versus the typical door handle. Such design elements are not only aesthetically pleasing, they also save space and reduce weight. Other novelties: This is the first Ford vehicle to use recycled animal-free fabrics, as well as a vegan steering wheel that’s as durable as leather. On the space-age dashboard, the premium Bang & Olufsen speakers are concealed beneath fabric covers that mimic the look of pricey home-theater speakers. And the unique design of the quiet cabin allows for a subwoofer that is 50 percent lighter than usual, yet still retains a deep rich clarity. As for the gigantic 15.5-inch vertical touchscreen in the center of the dash, it resembles a sort of funky oversized iPad from “The Orville.” Along with large climate controls for easier viewing, the touchscreen has interactive maps to locate the nearest charging stations. Those maps came in handy during two weekend trips, as did the heavily bolstered seats that helped prevent driver fatigue but also were easy on the tush. In total, there are five Mach-E trim levels, each with differing configurations for power and range (the distance you can travel on a full charge).
While even the base-model Mach-E is fast and lively, it’s the high-test GT version that strikes like a thunder bolt. Rocketing from 0 to 60 seconds in just 3.8 seconds, the Mach-E GT is quicker than a Toyota Supra super coupe. And thanks to lower-than-expected ground clearance and a superb suspension, the Mach-E is just as agile. Those grippy regenerative brakes help, of course, allowing you to speed up or slow down using only the accelerator pedal.
It’s worth noting there are other EVs in the Ford stable, including the electric F-150 Lightning full-size pickup, the E-Transit commercial van and various green machines on the way. By 2030, Ford is aiming for 40 percent of its global sales to be EVs. That’s a great goal for a company that once helped pull the plug on the “electric horseless carriage” but today is leading the charge with its own cutting-edge EVs.
A car fit for a queen
New $342,000 Rolls-Royce SUV will leave you speechless
Last month, I was invited to test drive the ultimate SUV: a Rolls-Royce Cullinan. My partner Robert and I—nerdy fans of all things BritBox—decided to take this swanky ride on a two-day outing to Charlottesville. After all, meandering along Virginia’s bucolic backroads was the closest we were going to get to an English countryside. While we were trying to summon forth our inner Mr. Darcy, we discovered quite a few fun surprises in this regal SUV along the way.
Mpg: 12 city/20 highway
0 to 60 mph: 4.5 seconds
The Cullinan has a noble pedigree, named after the largest diamond ever found—a hefty 1.33-pound gem that is now part of the British Crown Jewels. There are other royal connections to Rolls-Royce, of course. Queen Elizabeth—who was trained as a World War II mechanic and, at age 95, still drives herself sometimes—has a vast car collection with many a Rolls. And both Kate Middleton and Meghan Markle arrived at their weddings in a 1950 Phantom IV, made specially for the queen back when she was a mere princess. Yet despite its 114-year lineage, the luxury automaker has worked hard to keep pace with modern tastes and technology.
Hence the Cullinan, the first-ever SUV in the Rolls-Royce stable. This tony horseless carriage has a $342,000 base price that quickly skyrockets with natty options. My test vehicle, for example, was $450,000—including $20,000 for a trendy detailing package. Other notable extras: lambswool floormats, contrast seat piping, black stained ash wood trim, and an embossed “RR” monogram on the doors and headrests. You also can opt for a cooling bin large enough for two Champagne flutes and a whiskey decanter. The best add-on, though, was the starlight headliner. To create the faux nighttime sky, it takes two craftspeople up to 17 hours to perforate 1,900 holes. Then fiberoptic lights are inset at various angles so that each “star” actually twinkles. And—crikey!—there’s even a shooting star feature.
Exterior niceties are just as impressive, such as the anti-spin device to ensure the “RR” logo remains upright on each wheel cap at all times. Depending on customization, those fancy wheels can easily cost $4,000—each. The famous Spirit of Ecstasy hood ornament is available in silver, gold-plated or illuminated polycarbonate. To prevent theft, the statuette automatically disappears beneath the hood when the engine is off. But perhaps the most impressive feature is also the least obvious, at least until you slip behind the wheel and fire up this high-class colossus. That’s when the finely tuned, twin-turbo V-12 engine roars to life and effortlessly glides you down the road.
Driving such a sophisticated land yacht—which weighs almost three tons—feels like riding on a cloud. Surprisingly, there’s little body roll when cornering and no shuddering during quick stops. Think sleek Cutty Sark versus lumbering cruise ship. There were several major storms during our time in this vehicle, causing other drivers to pull off the road or frantically try and outrun the rain. But the Cullinan stayed steady, holding the road as we battered our way through heavy winds and torrential downpours. Another nice touch: Hidden in each of the rear coach doors was a full-size umbrella, which popped out at the push of a button. When we put the wet umbrellas back into their secret compartments, air vents quickly dried them out. Mary Poppins should have been so lucky.
The skies cleared the final day of my test ride, so I sped around the Beltway for one last hurrah. Perhaps because a Rolls-Royce is more refined and understated than any in-your-face Ferrari or Lamborghini, no one tried to race me down the road. Instead, there were lots of approving smiles and a big thumbs up or two. No, I didn’t respond with a royal wave. But I doubt anyone would have blamed me if I did. After all, driving a Cullinan makes you feel like queen for a day.
Cool rides deliver relief from summer heat
A pair of cool rides deliver some much-needed relief from the summer heat. Both are two-door compacts, with big personalities and some unexpected—but very pleasant—surprises.
BMW M440i CONVERTIBLE
Mpg: 23 city/31 highway
0 to 60 mph: 4.1 seconds
BMW finally gave its 4 Series convertible a compete makeover, the first time since the original rolled into showrooms in 2013. That’s eons in the auto world. But it definitely was worth the wait, as this second-gen version is a real stunner.
Most autophiles have heard about the controversial front-end design, with its ginormous kidney-shaped grille. But in person, this styling actually complements the thin headlights and flashy front bumper. As I stepped back to admire the overall profile, the swoopy silhouette was a siren song luring me behind the wheel to fire up the engine.
With the windows and top down, it was easy to be captivated by the luxurious two-tone interior, matte-finish oak trim and brushed aluminum accents. Closing the top and rolling up the windows left me equally awestruck: This soft-top ride is actually quieter than the previous model, which had a retractable hard roof. Another plus: Without all the clunky parts needed for a metal top, there’s more headroom and trunk space. Raising or lowering the roof—which takes just 18 seconds, versus 20 seconds on the old model—can be done while driving at speeds up to 31 mph (previously, it was a sluggish 11 mph).
Overall, the cabin layout is bright and uncluttered, with an 8.8-inch infotainment touchscreen, 14-way power seats and steering-wheel paddle shifters. You can add heated neck warmers, a park-assist feature and a head-up display that shows your speed, the speed limit and other info on the windshield. Perhaps the only downside—well, other than the price—was skimpy rear-seat legroom. At least the power front seats automatically slide forward to help backseat passengers climb in and out. Despite the suave styling, this stately ragtop has a real mean streak—at least when it comes to power and performance. I test drove the high-test M440i model, with its gutsy engine, sport-tuned suspension and impressive braking. Tackling traffic around town, it was easy to outmaneuver pesky backups. But on the open road—with the top down and my spirits up—I could really cut loose and revel in putting the pedal to the metal.
MINI COOPER S COUPE
Mpg: 26 city/35 highway
0 to 60 mph: 6.2 seconds
Full of thrills just like the BMW M440i convertible but much more affordable, there’s the Mini Cooper S coupe. Sure, it may not be crazy fast, but this pint-size dynamo is still plenty frisky. Mini is owned by BMW, after all, so a lot of the same expert engineering and Euro flair carry over—such as athletic handling, gotcha styling, and a refined cabin with high-quality materials.
At just 159 inches in length, the diminutive Mini fits almost anywhere. It also gets a smart facelift, going from cutesy to cutting edge. This includes severe creases in the sheet metal and bold black trim. And BMW added some funky new colors—like Zesty Yellow—along with a novel multi-tone roof that combines sparkly gradients of Soul Blue, Pearly Aqua and Jet Black. Anyone watching this Mini scoot down the road could easily be hypnotized by the clever, spiral-like design etched onto the new wheels.
While a base-model Mini is just fine, my test car for the week was the more-powerful S model with—surprise!—a stick shift. Yes, fellow gearheads, a manual transmission is back as an option. Zipping down parkways and freeways was a delight. And more than once I was tempted to pull a badass “Italian Job” maneuver and connect with my inner Mark Wahlberg. Luckily, sanity and the threat of a traffic ticket prevailed. But at least I felt confident this coupe could handle it.
As with any vehicle, there are a few quirks: Satellite radio is a standard feature and Apple CarPlay is an option, but Android Auto isn’t even available. And the in-dash nav system and wireless charging pad cost extra, though such items are becoming standard on the competition. But these are minor riffs, considering the long list of innovative safety and convenience features that Mini buyers can choose from to customize their cars.
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