Last updated August 26, 2025 by
Mario Christou
Top sports cars of 2025
The best sports cars on sale prioritise driving thrills above all else, but there’s far from a set recipe on how to deliver. Some are lightweight, bare-bones two seaters that you can drive to within an inch of their potential, such as the Mazda MX-5. Others are big, burly muscle cars that are just as at home on a twisty road as they are on a motorway cruise, such as the Ford Mustang.
Though for the hardcore driving enthusiast who loves the occasional track day, there are more driver-focused editions to consider. The BMW M4 CS takes the standard BMW M4 Competition and sharpens it, shedding some weight and dialling up the fun in the process; there’s a CS version of the BMW M2 to consider too.
For something a bit more agile and exotic, there are a host of mid-engine, lightweight and oh-so-grippy examples to buy from Lotus, Porsche and Alpine, which strike a balance between an agile B-road basher and a comfortable, posh runaround, which you can use every day.
If you enjoy taking the scenic route on your drives, you’ll be hard pressed to find a more enjoyable car for the journey than a sporty grand-tourer. The Aston Martin Vantage and Porsche 911 are two of the most revered sports cars to take on a cruise, with enough luggage space for a weekend away, too.
Our expert reviews team has thoroughly tested every sports car on sale in the UK, and put together this list of the ten best you can buy, not just for how fun to drive they are, but for how they are to live with, too. For something a bit more practical, check out this list of the best hot hatchbacks or the best saloon cars.
2025
Pleasure of Driving Award
Carrera GTS
1. Porsche 911
Porsche 911 review
Best for: the ultimate practical sports car
There are very few sports cars on sale which sit as perfectly in the middle of the sporty/practical/comfortable venn diagram as the Porsche 911. There’s a reason why its basic recipe has endured for over 60 years; it’s amazing to drive and easy to live with, but you’ll pay a pretty penny to add some options.
The latest ‘992’ generation is the most aggressively-styled 911 yet, with its round headlights wider-set than ever before, an angular front bumper, blistered wheel arches and an enormous diffuser section underneath the iconic rear light bar. Previous generations were prettier, but this is a very butch 911.
Step into the Porsche and you’re presented with a sleek, simple dashboard that has ditched the traditional seven-dial instrument cluster for a digital display, as well as a touchscreen infotainment system set into the dash. The tall centre console and low seating position feels equitably sporty, as does the chunky, sculpted steering wheel.
You don’t get a huge amount of storage in the 911’s cabin, but you do have a pair of seats in the back which are big enough for children, though you’re more likely to use them as extra storage - to complement the 131-litre boot at the front.
It’s the driving where the 911 impresses the most, in any guise. The entry-level Carrera version offers 394hp from its 3.0-litre flat-six engine. The range-topping road-focus model is the rapid 541hp GTS, while those of you looking for maximum track thrills need look no further than the hardcore 911 GT3 RS.
Every Porsche 911 variant is easy to drive around town, though none is as comfortable as the basic Carrera model; even the ridiculous GT3 RS isn’t bone-shaking, with its trick race car-derived suspension. They’re all very adept at a motorway cruise, but you get a lot of road noise through the wide, sticky tyres.
On a country lane, there are few cars that will keep up with a Porsche 911. Having the weight of the engine over the rear wheels means you get buckets of grip, and while there’s almost no body lean in sharp bends, the Porsche isn’t unsettled by bumpy roads.
There are very few sports cars on sale which sit as perfectly in the middle of the sporty/practical/comfortable venn diagram as the Porsche 911. There’s a reason why its basic recipe has endured for over 60 years; it’s amazing to drive and easy to live with, but you’ll pay a pretty penny to add some options.
The latest ‘992’ generation is the most aggressively-styled 911 yet, with its round headlights wider-set than ever before, an angular front bumper, blistered wheel arches and an enormous diffuser section underneath the iconic rear light bar. Previous generations were prettier, but this is a very butch 911.
Step into the Porsche and you’re presented with a sleek, simple dashboard that has ditched the traditional seven-dial instrument cluster for a digital display, as well as a touchscreen infotainment system set into the dash. The tall centre console and low seating position feels equitably sporty, as does the chunky, sculpted steering wheel.
You don’t get a huge amount of storage in the 911’s cabin, but you do have a pair of seats in the back which are big enough for children, though you’re more likely to use them as extra storage - to complement the 131-litre boot at the front.
It’s the driving where the 911 impresses the most, in any guise. The entry-level Carrera version offers 394hp from its 3.0-litre flat-six engine. The range-topping road-focus model is the rapid 541hp GTS, while those of you looking for maximum track thrills need look no further than the hardcore 911 GT3 RS.
Every Porsche 911 variant is easy to drive around town, though none is as comfortable as the basic Carrera model; even the ridiculous GT3 RS isn’t bone-shaking, with its trick race car-derived suspension. They’re all very adept at a motorway cruise, but you get a lot of road noise through the wide, sticky tyres.
On a country lane, there are few cars that will keep up with a Porsche 911. Having the weight of the engine over the rear wheels means you get buckets of grip, and while there’s almost no body lean in sharp bends, the Porsche isn’t unsettled by bumpy roads.
2. BMW M4 CS
BMW M4 Coupe review
Best for: yobbish fun
The BMW M4 is another sports car with a long lineage, tracing its roots back to the BMW M3 of 1986. The M4 CS special edition takes the comfortable, practical M4 and sharpens it up with smarter suspension, more power and a bit less weight - but it’s very expensive in comparison.
And while the M4’s appearance is just as divisive as when it was first released, there’s no denying that the extra carbon fibre addenda on the CS model makes it one of the toughest-looking cars on the road, as do the red pinstripes in the grilles.
The interior is also more aggressively styled than the regular car, even if the resemblance is clear. Standard-fit carbon fibre bucket seats, a suede, flat-bottom steering wheel and plenty of red accents throughout the cabin mark the CS out as the range-topping model.
You still get BMW’s excellent, curved, dual-screen setup on top of the swoopy dashboard, but you lose a bit of practicality with the removal of the M4’s central cupholder. Otherwise you get a pair of spacious (enough) rear seats and a useful 440-litre boot capacity - though if you need more space you can opt for your CS in M3 Saloon or Touring flavour.
Around town the M4 CS is surprisingly easy to drive - so long as you leave it in comfort mode; you don’t get jolted around too much on bad roads. Motorway cruises are again, just as comfortable as a regular M4, but on a country lane the CS really comes alive.
The 3.0-litre, twin-turbocharged inline-six engine produces 550hp in CS guise, sending you from 0-60mph in 3.4 seconds. That’s not much faster than the standard M4, but the CS’s charm is the way you can hammer down a twisty road.
BMW has fitted the M4 CS with trick suspension that means you can feel just how much grip the wheels have and where they’re pointing, while the powerful brakes are akin to launching a parachute out the back.
The BMW M4 is another sports car with a long lineage, tracing its roots back to the BMW M3 of 1986. The M4 CS special edition takes the comfortable, practical M4 and sharpens it up with smarter suspension, more power and a bit less weight - but it’s very expensive in comparison.
And while the M4’s appearance is just as divisive as when it was first released, there’s no denying that the extra carbon fibre addenda on the CS model makes it one of the toughest-looking cars on the road, as do the red pinstripes in the grilles.
The interior is also more aggressively styled than the regular car, even if the resemblance is clear. Standard-fit carbon fibre bucket seats, a suede, flat-bottom steering wheel and plenty of red accents throughout the cabin mark the CS out as the range-topping model.
You still get BMW’s excellent, curved, dual-screen setup on top of the swoopy dashboard, but you lose a bit of practicality with the removal of the M4’s central cupholder. Otherwise you get a pair of spacious (enough) rear seats and a useful 440-litre boot capacity - though if you need more space you can opt for your CS in M3 Saloon or Touring flavour.
Around town the M4 CS is surprisingly easy to drive - so long as you leave it in comfort mode; you don’t get jolted around too much on bad roads. Motorway cruises are again, just as comfortable as a regular M4, but on a country lane the CS really comes alive.
The 3.0-litre, twin-turbocharged inline-six engine produces 550hp in CS guise, sending you from 0-60mph in 3.4 seconds. That’s not much faster than the standard M4, but the CS’s charm is the way you can hammer down a twisty road.
BMW has fitted the M4 CS with trick suspension that means you can feel just how much grip the wheels have and where they’re pointing, while the powerful brakes are akin to launching a parachute out the back.
3. Mazda MX-5
Mazda MX-5 review
Best for: back-to-basics driving
Where so many sports cars have become big, heavy cruisers with a sporty edge and more horsepower than a Western, the Mazda MX-5 is about as old-school as you can get - and it’s all the better for it. It’s a proper little no-frills, all-thrills sports car.
There’s a charm to the way it looks, too, because while the latest MX-5 doesn’t have the curves of its predecessors, it manages to look sporty and purposeful without the hyper-aggressive styling that so many sports cars have these days. The pointy headlights, pronounced wheel arches and crisp lines go hand-in-hand on the little Mazda.
The interior is a departure from older MX-5s, too, feeling much more premium than ever before. It’s not exactly luxurious, but the cabin is largely made out of soft-touch plastics; a pair of comfortable seats and a high-quality 8.8-inch touchscreen infotainment system mean the interior doesn’t feel barren.
A downside of the MX-5’s diminutive size and back-to-basics approach is that you’ll find very little in the way of cabin storage. The doors have no cubbies in them and there isn’t even a glovebox, with only a small space in between the front seats to keep some loose items in. The boot is a paltry 130 litres, too, so you’ll be packing light, wherever you take the MX-5.
Get behind the wheel and you’ll soon understand why Mazda has kept the two-seat roadster as basic as it has, because it’s an absolute joy to drive. The MX-5 is very pleasant around town; it has a light clutch, the steering is darty and there’s more than enough power to zip around traffic.
You can opt for a 1.5-litre or a 2.0-litre engine, and while the smaller engine is a bit lighter, the extra grunt of the 2.0-litre is definitely noticeable - especially when getting up to speed on the motorway. There’s plenty of wind and road noise to contend with, however.
Either model will get your pulse racing on a country lane, with the sweet steering, excellent manual gear change and plenty of grip making the MX-5 a delight to chuck into tight bends again and again.
Where so many sports cars have become big, heavy cruisers with a sporty edge and more horsepower than a Western, the Mazda MX-5 is about as old-school as you can get - and it’s all the better for it. It’s a proper little no-frills, all-thrills sports car.
There’s a charm to the way it looks, too, because while the latest MX-5 doesn’t have the curves of its predecessors, it manages to look sporty and purposeful without the hyper-aggressive styling that so many sports cars have these days. The pointy headlights, pronounced wheel arches and crisp lines go hand-in-hand on the little Mazda.
The interior is a departure from older MX-5s, too, feeling much more premium than ever before. It’s not exactly luxurious, but the cabin is largely made out of soft-touch plastics; a pair of comfortable seats and a high-quality 8.8-inch touchscreen infotainment system mean the interior doesn’t feel barren.
A downside of the MX-5’s diminutive size and back-to-basics approach is that you’ll find very little in the way of cabin storage. The doors have no cubbies in them and there isn’t even a glovebox, with only a small space in between the front seats to keep some loose items in. The boot is a paltry 130 litres, too, so you’ll be packing light, wherever you take the MX-5.
Get behind the wheel and you’ll soon understand why Mazda has kept the two-seat roadster as basic as it has, because it’s an absolute joy to drive. The MX-5 is very pleasant around town; it has a light clutch, the steering is darty and there’s more than enough power to zip around traffic.
You can opt for a 1.5-litre or a 2.0-litre engine, and while the smaller engine is a bit lighter, the extra grunt of the 2.0-litre is definitely noticeable - especially when getting up to speed on the motorway. There’s plenty of wind and road noise to contend with, however.
Either model will get your pulse racing on a country lane, with the sweet steering, excellent manual gear change and plenty of grip making the MX-5 a delight to chuck into tight bends again and again.
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4. Porsche 718 Cayman
Porsche 718 Cayman review
Best for: two-seater practicality
It’s easy to dismiss the 718 Cayman as ‘just a budget 911’, but it’s actually got an entirely different charm to it, feeling a bit sportier at the expense of outright performance. It’s also one of the few two-seater cars which is genuinely practical and usable day-to-day.
It also looks sportier than its 911 bigger sibling, with a mid-engined silhouette that just screams ‘mini supercar’ thanks to its sloping roofline, while the broad front grilles and big rear diffuser add an extra dose of road presence to the pretty coupe. There are some rather excellent colour options to choose from, too.
You get an excellent interior in the Cayman, with soft-touch, high-quality materials all around you, both leather and plastic, and a 7.0-inch touchscreen in the dashboard which is easy to use. The standard seats are comfortable and supportive, while you can choose from a pair of body-hugging sports seats, too.
Pop-out cupholders, long door bins and a hidden storage cubby between the seats means the small Porsche is actually rather practical, while having two boots means the Cayman can carry a lot more baggage than you might expect, with a total 408 litres of cargo capacity.
The 2.0- and 2.5-litre engines are a bit boring - they don’t feel all that sporty - but the 4.0-litre version is a masterpiece. All Caymans are easy to drive around town and on the motorway - comfortable enough not to rattle out your fillings - but they’re best enjoyed on a country lane thanks to the Porsche’s immense grip and poise. You’ll be smiling from ear to ear.
It’s easy to dismiss the 718 Cayman as ‘just a budget 911’, but it’s actually got an entirely different charm to it, feeling a bit sportier at the expense of outright performance. It’s also one of the few two-seater cars which is genuinely practical and usable day-to-day.
It also looks sportier than its 911 bigger sibling, with a mid-engined silhouette that just screams ‘mini supercar’ thanks to its sloping roofline, while the broad front grilles and big rear diffuser add an extra dose of road presence to the pretty coupe. There are some rather excellent colour options to choose from, too.
You get an excellent interior in the Cayman, with soft-touch, high-quality materials all around you, both leather and plastic, and a 7.0-inch touchscreen in the dashboard which is easy to use. The standard seats are comfortable and supportive, while you can choose from a pair of body-hugging sports seats, too.
Pop-out cupholders, long door bins and a hidden storage cubby between the seats means the small Porsche is actually rather practical, while having two boots means the Cayman can carry a lot more baggage than you might expect, with a total 408 litres of cargo capacity.
The 2.0- and 2.5-litre engines are a bit boring - they don’t feel all that sporty - but the 4.0-litre version is a masterpiece. All Caymans are easy to drive around town and on the motorway - comfortable enough not to rattle out your fillings - but they’re best enjoyed on a country lane thanks to the Porsche’s immense grip and poise. You’ll be smiling from ear to ear.
5. BMW M2
BMW M2 review
Best for: hi-tech muscle car thrills
You can think of the BMW M2 as the M4’s smaller sibling, but in reality it’s almost the same size and weight as its more expensive stablemate. Unlike the M4 however, you can opt for your M2 with a manual gearbox, and it only comes in rear-wheel drive, making it a real brute of a car.
Though much like the M4, the M2 does have fairly divisive looks. It’s not quite as love-or-hate as the larger car, but the squared-off bumpers, grilles set back into the front end, small lights and enormous wheel arches mean the current car is far less pretty than the old M2, even if it is menacing on the road.
The interior is less divisive; a sleek dashboard topped with BMW’s curved dual-screen display, excellent standard sports seats or optional carbon-fibre bucket items, chunky steering wheel and red accents dotted around the place to remind you that you’re not in a run-of-the-mill 2 Series.
There’s plenty of room inside too, enough for four adults to fit in relative comfort, and there’s decent storage up front to go with the well-sized 390-litre boot.
BMW has done a remarkable job of making the 460hp M2 feel docile around town, dealing with bumps rather well in comfort mode, while the only real complaint on motorways is the road noise that the wide sports tyres create.
On a country lane the M2 comes alive, feeling less intimidating to drive than the more powerful M4, with plenty of grip and agile steering making it a delight to carve through corners.
You can think of the BMW M2 as the M4’s smaller sibling, but in reality it’s almost the same size and weight as its more expensive stablemate. Unlike the M4 however, you can opt for your M2 with a manual gearbox, and it only comes in rear-wheel drive, making it a real brute of a car.
Though much like the M4, the M2 does have fairly divisive looks. It’s not quite as love-or-hate as the larger car, but the squared-off bumpers, grilles set back into the front end, small lights and enormous wheel arches mean the current car is far less pretty than the old M2, even if it is menacing on the road.
The interior is less divisive; a sleek dashboard topped with BMW’s curved dual-screen display, excellent standard sports seats or optional carbon-fibre bucket items, chunky steering wheel and red accents dotted around the place to remind you that you’re not in a run-of-the-mill 2 Series.
There’s plenty of room inside too, enough for four adults to fit in relative comfort, and there’s decent storage up front to go with the well-sized 390-litre boot.
BMW has done a remarkable job of making the 460hp M2 feel docile around town, dealing with bumps rather well in comfort mode, while the only real complaint on motorways is the road noise that the wide sports tyres create.
On a country lane the M2 comes alive, feeling less intimidating to drive than the more powerful M4, with plenty of grip and agile steering making it a delight to carve through corners.
6. Alpine A110
Alpine A110 review
Best for: sheer agility
Alpine took a risk with the A110, marketing it as a lighter, less-complex alternative to the mighty 718 Cayman while costing a lot more than the Mazda MX-5. Yet the A110 manages to be a strong blend of poshness and comfort, all while being a joy to drive.
The A110 is achingly pretty too, with a clear nod to its 1960s predecessor of the same name. The quad headlamps, sculpted flanks, rakish silhouette and pert rear end with an awesome central-exit exhaust means the small Alpine looks like nothing else on the road.
The cabin looks great, too, though it’s nowhere near as luxurious as in a Porsche. The sports seats are fantastic, as is the chunky steering wheel, but overall the interior quality is a step down from its German alternatives; cheap-feeling controls and a 7.0-inch infotainment screen that feels outdated against the latest units.
It’s not hugely practical, either, because while it does have two boots like the 718 Cayman, the A110’s luggage space pales in comparison at only 196 litres across both ends of the car. There’s only a shallow storage tray inside the cabin, too.
Get behind the wheel and you’ll forget all about the lack of storage, because the 1.8-litre turbocharged engine makes a good noise when you’re chucking the agile little sports car between corners on a good road. It’s also very comfortable around town and on the motorway, as its light weight means it doesn’t need stiff suspension to feel sporty.
Alpine took a risk with the A110, marketing it as a lighter, less-complex alternative to the mighty 718 Cayman while costing a lot more than the Mazda MX-5. Yet the A110 manages to be a strong blend of poshness and comfort, all while being a joy to drive.
The A110 is achingly pretty too, with a clear nod to its 1960s predecessor of the same name. The quad headlamps, sculpted flanks, rakish silhouette and pert rear end with an awesome central-exit exhaust means the small Alpine looks like nothing else on the road.
The cabin looks great, too, though it’s nowhere near as luxurious as in a Porsche. The sports seats are fantastic, as is the chunky steering wheel, but overall the interior quality is a step down from its German alternatives; cheap-feeling controls and a 7.0-inch infotainment screen that feels outdated against the latest units.
It’s not hugely practical, either, because while it does have two boots like the 718 Cayman, the A110’s luggage space pales in comparison at only 196 litres across both ends of the car. There’s only a shallow storage tray inside the cabin, too.
Get behind the wheel and you’ll forget all about the lack of storage, because the 1.8-litre turbocharged engine makes a good noise when you’re chucking the agile little sports car between corners on a good road. It’s also very comfortable around town and on the motorway, as its light weight means it doesn’t need stiff suspension to feel sporty.
2025
Pleasure of Driving Award
Highly Commended
7. Aston Martin Vantage
Aston Martin Vantage review
Best for: brutal performance
The Aston Martin Vantage has always been a brute, but the latest version is more exciting than ever thanks to a 4.0-litre, twin-turbocharged sledgehammer of an engine under its bonnet. Combined with a gorgeous interior and good suspension, the Vantage is a great - if hugely expensive - sports car.
And it has proper sports car looks, with a bonnet that stretches on for miles, a swoopy roofline, pretty tail and swollen wheel arches. Its broad grille is a classic Aston Martin signature, while the big headlights on the latest model are prettier than the slim items the car came with initially.
The new interior is a huge improvement too, with a pair of crisp displays for the driver’s instruments and infotainment set into a sleek dashboard which slopes away from you at a dramatic angle. You’ll find plush materials everywhere, and while the centre console is a bit fussy to look at, having physical controls for the climate controls is nice.
It’s spacious inside for a two-seater, but you only have a 232-litre boot and no additional luggage space inside the cabin, as you would in its four-seater alternatives.
Around town the Vantage isn’t the easiest car to place as it’s really rather wide, and you sit very low down in the cabin. It’s rather comfortable at low speeds, too, while the suspension does just as good a job of cosseting you on the motorway.
Point the 665hp engine towards a country lane and you’re in for a blast, because the Vantage is a dream to hurl into fast corners - and that V8 engine is a delight to listen to.
The Aston Martin Vantage has always been a brute, but the latest version is more exciting than ever thanks to a 4.0-litre, twin-turbocharged sledgehammer of an engine under its bonnet. Combined with a gorgeous interior and good suspension, the Vantage is a great - if hugely expensive - sports car.
And it has proper sports car looks, with a bonnet that stretches on for miles, a swoopy roofline, pretty tail and swollen wheel arches. Its broad grille is a classic Aston Martin signature, while the big headlights on the latest model are prettier than the slim items the car came with initially.
The new interior is a huge improvement too, with a pair of crisp displays for the driver’s instruments and infotainment set into a sleek dashboard which slopes away from you at a dramatic angle. You’ll find plush materials everywhere, and while the centre console is a bit fussy to look at, having physical controls for the climate controls is nice.
It’s spacious inside for a two-seater, but you only have a 232-litre boot and no additional luggage space inside the cabin, as you would in its four-seater alternatives.
Around town the Vantage isn’t the easiest car to place as it’s really rather wide, and you sit very low down in the cabin. It’s rather comfortable at low speeds, too, while the suspension does just as good a job of cosseting you on the motorway.
Point the 665hp engine towards a country lane and you’re in for a blast, because the Vantage is a dream to hurl into fast corners - and that V8 engine is a delight to listen to.
8. Lotus Emira
Lotus Emira review
Best for: taking on track
The Emira takes the driver-focused charm of an old-school Lotus and combines it with the luxurious interior and smart styling that you’d expect from a modern sports car. It’s the closest thing to a mini-supercar on this list, but it’s pricey when compared to its alternatives.
But on looks alone, it’s worth every penny. The tall, slim headlights, angular ducts, vents and intakes all over the bodywork and the high-set, slender taillights mean the Emira looks far more purposeful than the cars you’d cross-shop it with.
There’s plenty of leather in the handsome, upmarket cabin, with a stepped dashboard design, intricate air vents and a tall centre console which doubles as a work of art in manual versions, showing off the metal gear linkage beneath.
While there’s plenty of storage space in the cabin for smaller items, including clever cubbies behind the seats, you don’t get much boot space in the Emira; a Porsche Cayman is a far more practical option as a daily driver.
Whether in 2.0-litre turbocharged or 3.0-litre V6 guise the Emira is a delight to drive. It’s comfortable to drive around town thanks to its well-judged suspension and good visibility, while it’s just as capable on the motorway.
Lotus has judged the Emira’s suspension very well for our bumpy B-roads, because the Emira is unfazed by rough surfaces when you’re tearing through a winding country lane, even with the near-total lack of body lean in corners.
The Emira takes the driver-focused charm of an old-school Lotus and combines it with the luxurious interior and smart styling that you’d expect from a modern sports car. It’s the closest thing to a mini-supercar on this list, but it’s pricey when compared to its alternatives.
But on looks alone, it’s worth every penny. The tall, slim headlights, angular ducts, vents and intakes all over the bodywork and the high-set, slender taillights mean the Emira looks far more purposeful than the cars you’d cross-shop it with.
There’s plenty of leather in the handsome, upmarket cabin, with a stepped dashboard design, intricate air vents and a tall centre console which doubles as a work of art in manual versions, showing off the metal gear linkage beneath.
While there’s plenty of storage space in the cabin for smaller items, including clever cubbies behind the seats, you don’t get much boot space in the Emira; a Porsche Cayman is a far more practical option as a daily driver.
Whether in 2.0-litre turbocharged or 3.0-litre V6 guise the Emira is a delight to drive. It’s comfortable to drive around town thanks to its well-judged suspension and good visibility, while it’s just as capable on the motorway.
Lotus has judged the Emira’s suspension very well for our bumpy B-roads, because the Emira is unfazed by rough surfaces when you’re tearing through a winding country lane, even with the near-total lack of body lean in corners.
9. Mercedes-AMG SL
Mercedes-Benz SL review
Best for: top-down touring
The Mercedes-AMG SL has a lot in common with the Aston Martin Vantage, chiefly the 4.0-litre V8 in top-spec models, but otherwise it’s a different take on the burly sports car recipe. The SL is better suited to long-distance drives and cruising.
There are similarities in appearance too, with a large grille on both cars and aggressive stance. The SL is a bit more restrained though, with its pointier headlights, smoother flanks and more rounded rear end; very glitzy, especially with its soft-top roof.
Inside you’ll find Mercedes’ latest portrait-oriented infotainment screen, swooping up from the centre console towards the dashboard which is angled away from you. Pretty air vents and a crisp driver’s display are a highlight in the SL, as are the hot-air blowers in the headrests.
You have a pair of tiny rear seats at your disposal, but they’re best used as additional storage rather than for carrying passengers, while the 240-litre boot is also rather small.
Mercedes offers a wide range of engine options in the SL, from the 2.0-litre, entry-level SL 43 to the range-topping SL 63 S E Performance with a whopping 816hp. Every version is fun to drive on a twisty road, though the V8 models have a much more dramatic soundtrack than the base version.
Around town and on the motorway the SL is comfortable to drive, but there is a touch of wind noise from around the front pillars at a cruise.
The Mercedes-AMG SL has a lot in common with the Aston Martin Vantage, chiefly the 4.0-litre V8 in top-spec models, but otherwise it’s a different take on the burly sports car recipe. The SL is better suited to long-distance drives and cruising.
There are similarities in appearance too, with a large grille on both cars and aggressive stance. The SL is a bit more restrained though, with its pointier headlights, smoother flanks and more rounded rear end; very glitzy, especially with its soft-top roof.
Inside you’ll find Mercedes’ latest portrait-oriented infotainment screen, swooping up from the centre console towards the dashboard which is angled away from you. Pretty air vents and a crisp driver’s display are a highlight in the SL, as are the hot-air blowers in the headrests.
You have a pair of tiny rear seats at your disposal, but they’re best used as additional storage rather than for carrying passengers, while the 240-litre boot is also rather small.
Mercedes offers a wide range of engine options in the SL, from the 2.0-litre, entry-level SL 43 to the range-topping SL 63 S E Performance with a whopping 816hp. Every version is fun to drive on a twisty road, though the V8 models have a much more dramatic soundtrack than the base version.
Around town and on the motorway the SL is comfortable to drive, but there is a touch of wind noise from around the front pillars at a cruise.
10. Ford Mustang
Ford Mustang review
Best for: V8 cruising
The Ford Mustang is one of the most legendary cars ever made, and it’s been an American icon since the 1960s. The latest version is the sportiest take on the classic muscle car recipe yet, with thunderous V8 engine under the bonnet and head-turning looks.
Ford has given the latest Mustang a load of super-sharp creases all along its body, starting from the menacing front end to its angular shoulder line and slender, three-bar taillights. It really looks like nothing else on the road.
The interior is a bit of a let down by comparison, and while there’s a bang-up-to-date looking pair of digital displays on the dash, the rest of the interior is rather boring to look at and the touchscreen controls are annoying to use. Material quality is fairly high, though.
Up front you get a pair of Recaro sports seats with decent cubby space for odds and ends, but the rear seats are very cramped - and it’ll be a pain to lead child seats into them. The boot is a handy 400 litres, more than in a BMW M2.
The Mustang’s real USP is its 5.0-litre engine under the ‘hood’, producing just over 400hp. That’s not as much as you get from engines almost half its size on this list, but the Mustang’s epic exhaust note is inimitable, as is its tremendous thirst…
It’s not as comfortable or as refined as its alternatives, but it feels more alive on a country lane, and it’s liable to kick its tail out if you push it a little too hard on a twisty road - enjoy it as a quick cruiser, rather than an out-and-out sports car.
The Ford Mustang is one of the most legendary cars ever made, and it’s been an American icon since the 1960s. The latest version is the sportiest take on the classic muscle car recipe yet, with thunderous V8 engine under the bonnet and head-turning looks.
Ford has given the latest Mustang a load of super-sharp creases all along its body, starting from the menacing front end to its angular shoulder line and slender, three-bar taillights. It really looks like nothing else on the road.
The interior is a bit of a let down by comparison, and while there’s a bang-up-to-date looking pair of digital displays on the dash, the rest of the interior is rather boring to look at and the touchscreen controls are annoying to use. Material quality is fairly high, though.
Up front you get a pair of Recaro sports seats with decent cubby space for odds and ends, but the rear seats are very cramped - and it’ll be a pain to lead child seats into them. The boot is a handy 400 litres, more than in a BMW M2.
The Mustang’s real USP is its 5.0-litre engine under the ‘hood’, producing just over 400hp. That’s not as much as you get from engines almost half its size on this list, but the Mustang’s epic exhaust note is inimitable, as is its tremendous thirst…
It’s not as comfortable or as refined as its alternatives, but it feels more alive on a country lane, and it’s liable to kick its tail out if you push it a little too hard on a twisty road - enjoy it as a quick cruiser, rather than an out-and-out sports car.
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Factors to consider
The biggest factor to consider when buying a sports car is whether or not you’re going to use it every day. If you are, then it’s definitely worth considering a more practical option with four seats such as a Porsche 911 or BMW M2 - especially with their usable boot sizes.
For a weekend toy or a car to take on the occasional track day, the Alpine A110 or Lotus Emira are stand-out choices, because what you lose in practicality compared to the rest you gain in driving thrills; their mid-engined layouts and agile steering perfect companions for a B-road thrash.
If turning your neighbours green with envy is high on your list of priorities, look no further than the Aston Martin Vantage or Mercedes AMG SL - especially in a top trim-level such as the SL 63 - both of which just ooze road presence.
