Lotus, as the legend goes, was built on a whisper and a prayer, and a borderline obsession with lightness. Colin Chapman, the man behind the badge, would probably break into hives at the thought of thick door insulation or soft-close tailgates.

AMG, meanwhile, marches to a different drumbeat altogether. It’s a name that conjures mental images of burly saloons with flared nostrils and a rumble so deep it frightens the wildlife.

Yet here we are with the Emira Turbo SE, the by-product of this improbable pairing. A parting gift from Lotus to the internal combustion engine.

The result of a complicated family tree rooted in Norfolk, with a branch extended generously by Geely, and somewhere on that family board, Mercedes-AMG.

Pretty. Purposeful. Poised.

Visually, the Emira is a triumph. You could park it next to a Ferrari 296 and it wouldn’t blink. All those scoops and scallops give it an unapologetically attractive presence. The tailpipes, those twin-chambered cannons, are shared with the V6, as are the proportions. But this I4 model is something different beneath the skin.

Gone is the shouty Toyota-sourced supercharged V6. In its place, a turbocharged 2.0-litre four-cylinder sourced from AMG, the same firecracker that lives in the Mercedes-AMG A45 S. But here, it’s dialled down slightly to 360bhp and slotted into Lotus’s aluminium chassis.

You wouldn’t know it at first. Start her up and she’s almost shy, burbling quietly, almost apologetically, as if unsure whether it belongs here. But then you prod the throttle, feel the tension build, and the magic begins to stir.

It’s Not the V6. But That’s the Point.

The Emira Turbo SE doesn’t try to imitate its bigger-engined sibling. In fact, it takes a different route to the same destination.

At full tilt, the engine wails its way to a lofty 7,200rpm, accompanied by the sharp suck and blow of turbo breath and valvetrain chatter, like mechanical jazz in surround sound.

Paired with an 8-speed dual-clutch gearbox, shifts are snappy… mostly. There’s the occasional moment where a downshift comes with delayed enthusiasm, and upshifts in Sport mode feel unnecessarily dramatic.

Fortunately, flick the paddles yourself, and the Emira remembers it’s a Lotus – crisp, intuitive, and eager.

Is it fast?

Yes, decisively so.

0–100km/h in 4.4 seconds is nothing to sniff at. But it’s not just about numbers. It’s about how those numbers feel. The Emira makes you feel every millimetre of tarmac pass beneath your seat.

Lotus has always been about the drive, and the Emira carries that torch proudly. The ride is supple, polished, almost elastic. It glides over bumps, yet sharpens up when you dive into a bend.

And oh, how it corners.

There’s no fancy trickery here, just sound fundamentals. Steering is direct and communicative. Brakes from AP Racing deliver feel and bite in equal measure. With its rear-biased weight distribution and vast 295-section rear tyres, the Emira can easily switch between planted and playful.

Is it as precise as a Cayman GTS? Not quite. But the Emira has an organic, old-school fluidity. It talks to you, with a steady, knowing hand on your shoulder.

Form Meets Function, Mostly.

Inside, Lotus has finally shed its kit-car past. The cabin feels modern and mature, awash with Alcantara, aluminium, and crisp digital displays.

It’s no German, but it’s no plastic fantastic either. There’s a real sense of occasion, with beautifully milled shift paddles and an artful gear selector that’s part sculpture, part switchgear.

The seats, however, are a mild letdown, plagued by oddly intrusive headrests. A shame, considering how lovely everything else feels.

Once you play around with the infotainment, the switches, the cubbies, you realise: this isn’t just a Lotus you drive. It’s one you can live with.

The Compromise.

The Emira Turbo SE weighs just 11kg less than the V6, thanks to the DCT gearbox and added complexity. And despite its AMG bloodline, the engine doesn’t quite deliver the throttle response or aural drama you get in the V6. There’s a sliver of disconnect, as if the chassis is ready to waltz but the powertrain has brought along a metronome.

Still, for every moment it hesitates, there’s one where it comes alive. It reminds you that this is the last of its kind. A pure, mid-engined, petrol-powered Lotus built for people who still care about driving.

A Heartfelt Swan Song

The Lotus Emira Turbo SE is many things. Beautiful. Engaging. Occasionally infuriating. But above all, it’s a love letter to the analogue, the mechanical, the joyful.

It’s a car that exists not because it’s the easiest or cheapest to make, but because someone at Lotus believed it should.

Sure, the I4 doesn’t deliver the same visceral theatre as the V6. And yes, the price is creeping dangerously close to Porsche Cayman GTS territory. But then again, in a world of silent EVs and hyper-intelligent software, this is one of the few sports cars left that still looks you in the eye and asks, “Shall we dance?”

Technical Specifications

Lotus Emira Turbo SE

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 400 bhp
Torque: 480 Nm
Gearbox: 8-Speed (A) DCT
0-100km/h: 4 seconds (claimed)
Fuel Tank Capacity: 52.5 litres 
Fuel Economy: 11 km/litre (claimed)
Price: POA (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Now, you might be wondering, DENZA? A sports car? Weren’t they more about sleek MPVs and futuristic SUVs? That’s the beauty of it. 

DENZA calls it “Pure Emotion”, and it’s not just branding fluff. The Z’s aesthetic is a harmony of aggression and elegance. Its ‘Quantum Pulse’ front fascia looks like it’s inhaling the future, while the sculpted side profile, razor-sharp Light Blade waistlines, and that rear aerodynamic tail all scream performance, even before the car’s tyres kiss the tarmac.

The DENZA Z is the world’s first sports car to come armed with DiSus-M, an intelligent magnetorheological suspension system that adjusts damping in less than 10 milliseconds. 

DENZA has also thrown away the steering column and replaced it with a fully self-developed steer-by-wire system. Think millisecond responses and precision measured in millimetres. With no mechanical connection, the system opens up a new world of customisation, from a foldable steering wheel to a reconfigurable cabin.

This innovation is part of DENZA’s broader commitment to a fully by-wire chassis. Translation: braking, suspension, steering, and even the powertrain, all governed electronically.

It’s clean, efficient, and futuristic in a way that makes other EVs feel a generation behind. Reinforced by BYD’s R&D muscle, DENZA is also the only carmaker developing both wet and dry brake-by-wire systems at scale.

But the DENZA Z isn’t just some standalone show pony. It sits on the brand’s flagship e3 Platform, a marvel of electric architecture that underpins the best of what DENZA has to offer, including the global debut of the N9 SUV, which shared the spotlight in Shanghai.

That one comes packed with a 2.0T DM Super Hybrid System, dual-chamber air suspension, and an advanced LiDAR system.

Let’s hope the DENZA Z Concept eventually makes its way into a proper sports car.

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This is the first all-electric roadster at (relatively) mainstream prices, and a bold attempt to bring sportiness back to the MG badge.

For those who remember MG’s past, this is a full-circle moment. The brand’s history is deeply intertwined with small, affordable sports cars – the MG B, the MGF, and a handful of feisty Rover-based hatchbacks.

But in the decades that followed, MG was reduced to a purveyor of budget-friendly SUVs, with performance cars left by the wayside. Now, to mark 100 years of MG in 2024, the Cyberster arrives as a statement of intent, a chance for MG to reclaim its identity as a maker of genuinely exciting cars.  

A Proper Electric Roadster

The MG Cyberster does not come cheap, but neither does anything in this category. And if you are expecting ludicrous acceleration that pins you into the seat, you are looking in the wrong place. 

Still, this dual-motor variant produces 536bhp and 725Nm, rocking a century sprint time of 3.2 seconds.  

The good news is that MG has taken the performance side of things seriously. The Cyberster comes with Brembo four-piston brakes, Pirelli P Zero tyres, and a sophisticated double-wishbone front and multi-link rear suspension setup.

A GT Rather Than A Sports Car

Despite its aggressive styling and strong performance figures, the Cyberster is not an out-and-out sports car. It is more of a grand tourer, something to enjoy on sweeping roads with the roof down, rather than a track-day weapon.  

At 1,985kg, it is not a lightweight roadster. As a result, it does not change direction with the same razor-sharp precision as a Boxster. The ride is on the softer side, which is great for long-distance cruising, but means the body can feel a little unsettled when pushing hard on a twisty road.

The steering is well-weighted, but not particularly communicative. It feels more secure but also more muted, with less of the traditional roadster involvement.

MG claims 443km, but because every drive might become a spirited drive, the Cyberster managed just 23.2kWh/100km. A more relaxed highway drive saw efficiency improve to 20.1kWh/100km, which is a more realistic indication of real-world usability.  

For those considering daily driving and long-distance trips, charging speeds will be important. The Cyberster supports up to 150kW DC fast charging, meaning a 10-80% charge takes just under 40 minutes. Again, not class-leading, but adequate for most owners. 

A Statement Piece, Inside And Out

Let’s address the obvious, the Cyberster looks fantastic. The long, low proportions, the aggressive front end, and those scissor doors make it impossible to ignore. This is a car that demands attention, and MG knows it.

The roof mechanism is beautifully executed, folding away electronically in just a few seconds. With the roof up, the Cyberster looks taut and aggressive. With it down, the design is even more striking.

Inside, MG has gone for maximum theatre. There are four screens, reminiscent of a cockpit, and a conventional steering wheel that feels like it was lifted from an AMG or a BMW M car.

The paddle shifters do not control gears (this is a single-speed EV), but instead let you toggle between regenerative braking modes and drive settings.

For those wanting a bit more drama, the bright red Super Sport button on the steering wheel unleashes Track Mode and Launch Control.

This means an instant wall of torque that flings you forward with a healthy dose of wheelspin if the surface is damp.   

Living With The Cyberster

On expressways, the Cyberster is a refined and comfortable companion. Wind and road noise are well controlled, even with the fabric roof up. The Bose sound system is excellent, and the tech-laden cabin makes long-distance driving a pleasure.

That said, the car has its quirks. The active safety systems can be overly intrusive, with constant alerts that sometimes feel unnecessary. The collision detection system is particularly sensitive, chiming in just as you carry a bit more speed into a corner.

The scissor doors, while undeniably cool, require some caution. They feature sensors to prevent accidental face-bashing, but you will need to take a step back when opening them.

Also, if it has been raining, prepare for a surprise puddle on your seats.

Boot space is a modest 249 litres, which is better than a Mercedes SL but slightly less than a Porsche Boxster or BMW Z4.  

Stylish And Feel-Good

The MG Cyberster is a statement car, one that finally makes MG feel cool again. It is stunning to look at, fun to drive, and packed with character.  

It is not a hardcore sports car, but it does not need to be. Instead, it delivers a unique blend of electric performance, grand touring comfort, and head-turning style.  

It may not change the world overnight, but it proves that electric cars can still be exciting, emotional, and fun. And for MG, that is a very big deal.

Technical Specifications

MG Cyberster AWD

Engine: Dual Electric Motor
Powertrain: All-Wheel Drive
Power: 400 kW (536 bhp)
Torque: 725 Nm
Gearbox: Single-Speed (A)
0-100km/h: 3.2 seconds (claimed)
Top Speed: 200 km/h
Battery Capacity: 77 kWh
Drive Range: 443 km (claimed)
Energy Consumption: 19.1 kWh/100km (claimed)

Price: S$323,888 with COE (accurate at the time of this article)
Contact: MG Singapore

Photo Credits: Sean Loo (@auto.driven)

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How Does ACOTY Define This Class?

Hot hatches, coupes, cabriolets and wagons are allowed in this category. They need to go around corners like a wet dream and get their owners hot under the collar before each drive.

Meet The Contenders

Three Germans feature this year. They are the Porsche Boxster (top left), Volkswagen Golf R (top right) and Mercedes-Benz CLE 200 (middle left).

Also in the contest, representing the UK, is the Lotus Emira (middle right), and representing Japan is the Subaru BRZ STI.

The Porsche Boxster needs no introduction. With wind in your hair, the Boxster is as quick as lightning, goes around corners like its on rails, feels beautifully exquisite to sit in and touch, and wears the glorious Porsche badge. ’nuff said.

If it’s hot-hatchery you’re after, the Volkswagen Golf R comes highly recommended. 315hp and 420Nm of torque make this hatchback go like the proverbial scalded cat. Practicality doesn’t take a backseat either, as it has very usable back seats and boot. Strap your family in and go for a blast!

Want a more practical coupe instead? The Mercedes-Benz CLE 200 has you covered. It may not be the quickest thing around, but can neatly string a set of bends together while looking and feeling bespoke, refined, and designed with a purpose. All done with comfort, style and efficiency.

What about a coupe with an almost single-minded purpose then? Look no further than the Lotus Emira, which stands testament to Lotus’ ability to build a proper sports car that looks absolutely gorgeous.

It goes like the clappers, changes direction faster than a traumatized feline, stops smartly and does all of that with the delicacy of a ballerina executing physics-defying moves. Get one while you can.

Which then brings us to the entry-level sports car of the group, the Subaru BRZ STI. Endowed with a naturally aspirated 2.4-litre boxer engine and rear-wheel drive, this is one seriously sweet-handling coupe without the price tag of the others. And it’s quite practical.

Although only one won, you won’t go wrong with any of these diverse choices.

AutoApp Car Of The Year Best Sports Car
Mercedes-Benz CLE 200

Believe us, we were as surprised as you are when the points were totted up and the result announced internally. But, in a very interesting way, we all arrived at the same conclusion with our individual scores.

The Mercedes-Benz CLE 200 takes the W with 377 points. Let’s face it, most car owners in Singapore need their one car to do practically everything, and the Merc fits that all-round bill the best.

More on the scoring categories used to derive points here.

Congratulations to the Mercedes-Benz CLE 200 for winning the AutoApp Car of the Year 2025 Best Sports Car!

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Think of it as the GranTurismo’s more fun-loving, slightly rebellious sibling, swapping a hardtop for an elegant fabric roof that disappears at the push of a button. Maserati’s latest creation is here to remind us that driving isn’t just about getting from point A to point B, it’s also about looking good while doing it.

The GranCabrio arrives in the high-performance Trofeo trim, carrying a price tag of SGD 888,000 (excluding COE). Under the hood is a growling 3.0-liter twin-turbo Nettuno engine, serving up a hefty 542hp.

That’s the kind of power that makes traffic lights feel more like launchpads, and highways feel like runways. It’s the car for those who like their drives with a side of adrenaline, all while turning heads at every corner.

And let’s talk about that soft top. Gone are the days of fiddling with roof latches or waiting ages to go topless (the car, of course). The GranCabrio’s fabric roof folds away in a cool 14 seconds—yes, even while you’re driving at up to 50 km/h.

Whether you’re taking a solo joyride or filling the four seats with friends, this convertible lets you bask in the sunshine, with the wind in your hair and the Nettuno engine purring like a contented tiger.

Of course, Maserati isn’t new to the open-top game. The GranCabrio pays tribute to the brand’s first road-going sports car, the 3500 GT, whose convertible version debuted back in 1959. Sixty-plus years later, Maserati is still proving that when it comes to luxury convertibles, they know exactly what they’re doing.

The GranCabrio is proudly 100% Italian-made, with every curve and detail oozing that unmistakable “la dolce vita” vibe.

Inside, the GranCabrio is just as suave as you’d expect. It’s not all about looking good, though—Maserati’s thought about comfort too. Need to stay toasty while cruising with the roof down? No problem. There’s a built-in neck warmer with three levels of cosy heat, so you can keep the chill at bay while staying effortlessly cool.

Want to keep turbulence from messing up your hair? There’s an optional wind stopper to keep things calm and collected in the cabin. Maserati has you covered—literally and figuratively.

Now, just because the roof is fabric doesn’t mean you’ll be sacrificing comfort. This soft top comes in five different colours and is engineered for top-tier thermal and acoustic insulation. Translation?

You can still enjoy your Spotify playlist or carry on a conversation without shouting, even when the top’s down.

In a city where luxury cars are a status symbol, the Maserati GranCabrio is sure to stand out in a sea of predictable choices. It’s the car for those who want to make an entrance, but also enjoy the journey.

Whether you’re cruising along the expressway or taking the scenic route to Sentosa, the GranCabrio makes every trip feel like a mini-vacation, complete with an Italian soundtrack courtesy of that glorious Nettuno engine.

Just don’t forget your sunglasses.

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It’s the car that gives Lotus the authentic sports car pedigree it needs… whilst the brand transitions to an electric future.

This isn’t Lotus’s big money-spinner (that title goes to the Eletre) but rather, the Emira is Lotus’ statement of intent. A reminder that before we dive headlong into a world of 2,000bhp electric monsters like the Evija, Lotus still knows how to build a proper sports car.

It just happens to also be the final fuel-powered Lotus. The last in a long line of gas-guzzling, tyre-scorching machines.

And she’s a beauty, isn’t she?

These photos might do some justice, but you truly have to see the Emira in motion to appreciate its curves, those bulging supercar-like hips, and the intricately sculpted air intakes.

It has presence too; park it next to a Porsche Boxster, and I guarantee you, no one’s going to be looking at the Porsche.

Underneath that eye-catching exterior lies a bonded aluminium chassis, just like its Lotus predecessors. In fact, the wheelbase is identical to the Evora’s, and though it’s a touch larger in all dimensions, it still manages to look sleek and menacing. Instant classic.

Do you get lots of power?

Unlike some of its competitors, Lotus hasn’t gone all-in on performance stats here.

Singapore used to have the 3.5-litre Toyota-derived V6 variant, but for now, prospective customers can only opt for the in-line 4, a 2.0-litre turbocharged engine borrowed from AMG.

360bhp and 430Nm are pretty impressive and is more than enough to keep things exciting, although it is less than the 415bhp and 500Nm you get from the A45. Still, it’s tied to an AMG 8-speed dual-clutch gearbox, which promises a century sprint time of 4.3 seconds.

You fire up the Lotus Emira by flipping up a rather odd red cover to reveal the engine start button. It feels like lifting the claw of some strange mechanical creature.

Once the engine roars to life, it settles into a steady, slightly buzzy idle. If you’ve ever driven older Lotuses before, you’ll be surprised at just how civilised everything feels.

While the sound isn’t as thrilling as the V6, the turbo adds a bit of fun with its chirps and whistles. For those who want something more refined for daily driving, it might just be the better choice.

Go on, tell me more

What we’re really here for is that classic Lotus steering and chassis balance, and the Emira delivers it in spades.

The old-school hydraulic power-assisted steering rack comes into its own, and there’s more feedback here than you’ll find in anything else in this class. Some of the raw, grainy sensations have been muted, but that fits with the Emira’s more grown-up vibe.

Unlike its track-focused predecessors, the Emira is a road car at heart. The steering is sharp and responsive, but you can tell it’s set up to understeer before the rear end lets loose.

The suspension has a bit of dive as you turn in, making it clear that this is a car designed to roll with the road rather than attack it with brute force.

The only thing that detracts from the overall experience is ironically the oblong steering wheel that’s too thick and mounted too awkwardly. It feels like an unnecessary barrier between you and the road. What’s wrong with conventionally round ones?

It’s not as playful or light as the Alpine A110, and you don’t get that sense of the car constantly shifting beneath you. But it’s not so serious that it feels joyless. It’s simply a different take on the Lotus formula.

Anything else worth noting?

You’ve got three driving modes to choose from: Tour, Sport, and Track. As you’d expect, the throttle response sharpens up as you move from one mode to the next. Sport is the sweet spot for most road driving, while Track turns off the driver assists when you want to be a bit more daring.

Unlike the raw, analogue Elise, the Emira takes its time to reveal its charms. But once you’ve spent a few miles with it, you’ll find a balanced, engaging road car that’s fast and full of character. If the steering wheel was less gimmicky, and the engine a bit more vocal, this car would be unbeatable.

Is the inside as bare as a cardboard box?

If you’ve been in a Lotus before, prepare for a shock to the system. You’ve never sat in anything from Hethel quite like this. And you’ve certainly never breathed in a Lotus that smells this refined, this… expensive.

Yes, it seems Geely’s investment has finally paid off. It’s still a Lotus, through and through, with that unmistakable focus on driving, but now it’s got a cabin you’ll actually want to spend time in, even if you’re not on a track.

And the Emira does quite well on the practicality front. Lotus wisely ditched the Evora’s cramped “+2” rear seats, which always felt like a half-hearted attempt to rival the Porsche 911 in practicality.

Instead, you’ve got a two-seater with a purpose. Behind the seats, there’s a useful 211-litre shelf, perfect for your weekend bags. And at the back, you’ll find a boot that’s big enough for a small suitcase. Just be prepared for it to get a bit toasty if you’re really pushing the car.

Unlike rivals like the Cayman or Alpine A110, there’s no front boot, so space is limited to the back. But still, not bad at all for a mid-engine setup.

Getting in and out is easy too; the sill is low and narrower, which means no awkward gymnastic manoeuvres just to plonk yourself into the driver’s seat. The door swings open wide enough too, so it’s more “ease in” than “fall in.”

The view over the front is framed by the car’s wheel arches, making it a joy to place the car on the road.

In the centre console, you’ll find all the essentials – the engine start button, the gearshift, and a slim tray just below the climate controls for stashing small items. A lone single USB port is tucked underneath.

Everything feels refreshingly spacious, with decent visibility for a mid-engined car. Though I’ll admit, rear visibility is quite poor, but that’s where the reversing camera comes in handy.

Twin cupholders, carpeted door bins, and even a proper glovebox. It’s certainly a cabin that feels like it was designed for actual humans.

What about the tech?

Ahead of you is a 12-inch digital display packed with all the info you need, while the 10.25-inch touchscreen in the centre takes care of infotainment. And no, this isn’t some rehashed system from another car. It’s a bespoke interface, built specifically for the Emira, and surprisingly it works like a charm. It’s not half-baked like the touchscreens we’ve seen in some cars lately.

Apple CarPlay and Android Auto are included, and the hi-fi is punchy enough to hold its own against the inevitable road and engine noise when you’re on the highway. Rock out while you hoon the Emira fiercely around a track? Yes please.

Any annoying bits?

Steering wheel controls are a slight misstep. They’re touch-sensitive, which sounds great in theory, but in practice, they’re too easy to trigger accidentally.

Nothing worse than changing your music or flicking through settings just because you turned the wheel a bit too sharply, which you will do often in the Emira.

Savour the Lotus Emira while you can

Lotus has ticked the right boxes with the Emira. It’s grippy, sharp, and ready to tackle the road. A proper blend of function and form, with enough Lotus charm to remind you where it comes from. And unlike the Elise or Exige of yesteryear, this is a car you could easily imagine driving every day.

There’s no shortage of tempting alternatives out there, but the Emira will always remain a swan song for an era of Lotus. A stunning finale for petrolheads before the brand charges into its electric future.

If that doesn’t make it special, I don’t know what does.

Technical Specifications

Lotus Emira First Edition 

Engine: 1,991cc 4-cylinder, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 360 bhp
Torque: 430 Nm
Gearbox: 8-Speed DCT
0-100km/h: 4.3 seconds (claimed)
Top Speed: 275 km/h
Fuel Economy: Unknown

Price: S$498,800 without COE (accurate at the time of this article)
Contact: Lotus Singapore

Photo Credits: Sean Loo (@auto.driven)

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How Does ACOTY Define This Class?

The Overall Best Sports Car is chosen from the three Cat B performance and sports categories’ winners from Round 1. Check out their respective Round 1 awards below.

Meet The Contenders

BMW M3 Touring

The BMW M3 Touring won Best Performance Wagon due to how practical it is while being mental in a straight line and through corners. Its steroid-fuelled body sure looks the part, and has all the go-fast gubbins underneath and within to put a wide smile on enthusiasts’ faces.

BMW M2

The BMW M2 won Best Sports Car in Round 1 because it offers the necessary pace of a sports car along with pure rear-wheel driven handling characteristics and actually represents good value for its asking price. Plus there’s the special experience that comes with M-cars, and one can see why this is endearing.

Porsche 911 Carrera

Base is not just base with the Porsche 911 Carrera. It won Best Luxury Sports Car because it represents great value for money for what it is and can do. With ferocious performance off the line and leech-like characteristics in the corners, it’s not difficult to see why all members of the judging panel voted unanimously for it.

So who won?

All three excellent contenders have their own strengths. However, this is a competition and when all said and done, there can only be one.

Where the points tally in Round 1 was the final determinant of each category’s winner, here in Round 2, points are taken into consideration but are not the final arbiter of victory.

AutoApp Car Of The Year Overall Best Sports Car
Porsche 911 Carrera

The Porsche 911 Carrera won by virtue of its decades-old winning formula that’s been constantly refined. Plus it is the quintessential sports car benchmark that other manufacturers look at.

Moreover, once one is done with performance cars like the M2 and M3 Touring, where does one naturally progress to from there? The Porsche 911 Carrera of course!

More on the scoring categories used to derive points in Round 1 here.

Congratulations to the Porsche 911 Carrera for winning the AutoApp Car of the Year 2024 Overall Best Sports Car!

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

How Does ACOTY Define This Class?

No hot hatches, performance sedans or wagons are allowed in here. They need to be purpose-built coupes or cabriolets that go around corners like a wet dream and get their owners hot under the collar before each drive. They should also be priced below the 90th percentile.

Meet The Contenders

One is German and the other Japanese – Toyota GR86 takes on BMW M2.

Toyota, in collaboration with Subaru, came out with the successor to the famed AE86 with the rear-wheel drive GT86 back in 2012. Here in its second generation, this GR86 gets a larger 2.4-litre boxer-four engine taking horsepower and torque upwards, making this sports coupe that much more flexible than its predecessor.

Some enthusiasts may bemoan the lack of a turbocharged powerplant, but being naturally aspirated means the GR86 can be driven at or close to ten-tenths without getting one into too much trouble. The driver sits low in the cockpit and feels every molecule of the tarmac through their hands, lower back and bum. The GR86 handles so well and is so easy to drive that it easily qualifies as “my first sports car.”

The BMW M2, on the other hand, brings a bazooka to a knife fight. Putting 453hp through just the rear wheels means that its driver better knows what they’re doing, for if they do, the M2 will reward in buckets. Bucket-like sports seats come as standard, and carbon-fibre buckets can be optioned if one decides to be that hardcore.

Put your foot down, and the M2’s three-litre turbocharged straight six howls with glee as it hurls the car down the straight to set up for and negotiate the next corner. This IS the spiritual successor to the much-beloved E36 and E46 BMW M3.

Although only one won, you won’t go wrong with either of these superb choices.

AutoApp Car Of The Year Best Sports Car
BMW M2

The BMW M2 takes the W with 373 points. Despite being significantly more expensive than the GR86, you get a lot for your money here. Add to that the special experience that comes with M-cars and it’s not difficult to see why the M2 won.

More on the scoring categories used to derive points here.

Congratulations to the BMW M2 for winning the AutoApp Car of the Year 2024 Best Sports Car!

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!