Best two-seater sports cars
High-quality two-seater sports cars from rated and reviewed dealers
Last updated October 24, 2025 by
Darren Cassey
Top two-seater sports cars of 2025
If you’re after a car that prioritises driving fun over and above everything else, two-seater sports cars are pretty tough to beat - so which one should you choose? Here, we’ve rounded up some of the best two-seater sports cars you can currently buy through Á«»¨Ö±²¥, all of which are guaranteed to put a smile on your face every time you start them up.
1. Mazda MX-5
Mazda MX-5 review
Best for: affordable fun
The Mazda MX-5 is the last of a line that started with the original 1960s Lotus Elan, and the MGB of the same decade. Those cars set the near-perfect template for the idea of a small, fun, fairly affordable two seat sports car. Of course, they also leaked in the rain, didn't start in the cold, and rusted at all other times, but in 1989 Mazda came along and fixed all that with the gorgeous original MX-5 which brought all the fun but none of the drawbacks.
Fast forward to 2025, and the MX-5 is still in pole-position, as pretty much all of its contemporary rivals have fallen by the wayside, and it remains more or less the last truly affordable two-seat sports car.
Simplicity is the key to the MX-5. The convertible top folds back with a sweep of your arm, not the whirr of electric motors (unless you’ve gone for the targa-top RF model). The engines are simple four-cylinder units, bereft of hybrid assistance, and with just enough power in 1.5-litre form (132hp) or slightly more than just enough in 2.0-litre form (186hp). Neither engine turns the MX-5 into an acceleration monster, but that’s the point — this is a car you can enjoy at low speeds.
That’s because the MX-5’s sweet, sweet steering and near-perfect chassis balance means that 30mph can be just as thrilling as 130mph. There’s a faint hint of oversteer skid as you exit a fast roundabout, but it’s never a car that’s going to turn around and bite you when things get difficult. It’s also comfortable enough over lumps and bumps that you could pretty easily run one as a daily car, something backed up by impressive fuel economy and traditional Mazda reliability.
Flaws? Well, the infotainment system is pretty old fashioned, there’s not much storage space in the cabin, the boot is tiny, and taller drivers will have to wedge themselves in, but frankly you won’t care about any of that. By the time you reach the end of your first twisty road in an MX-5, all you’ll be thinking about is how quickly you can turn around and do it all again.
The Mazda MX-5 is the last of a line that started with the original 1960s Lotus Elan, and the MGB of the same decade. Those cars set the near-perfect template for the idea of a small, fun, fairly affordable two seat sports car. Of course, they also leaked in the rain, didn't start in the cold, and rusted at all other times, but in 1989 Mazda came along and fixed all that with the gorgeous original MX-5 which brought all the fun but none of the drawbacks.
Fast forward to 2025, and the MX-5 is still in pole-position, as pretty much all of its contemporary rivals have fallen by the wayside, and it remains more or less the last truly affordable two-seat sports car.
Simplicity is the key to the MX-5. The convertible top folds back with a sweep of your arm, not the whirr of electric motors (unless you’ve gone for the targa-top RF model). The engines are simple four-cylinder units, bereft of hybrid assistance, and with just enough power in 1.5-litre form (132hp) or slightly more than just enough in 2.0-litre form (186hp). Neither engine turns the MX-5 into an acceleration monster, but that’s the point — this is a car you can enjoy at low speeds.
That’s because the MX-5’s sweet, sweet steering and near-perfect chassis balance means that 30mph can be just as thrilling as 130mph. There’s a faint hint of oversteer skid as you exit a fast roundabout, but it’s never a car that’s going to turn around and bite you when things get difficult. It’s also comfortable enough over lumps and bumps that you could pretty easily run one as a daily car, something backed up by impressive fuel economy and traditional Mazda reliability.
Flaws? Well, the infotainment system is pretty old fashioned, there’s not much storage space in the cabin, the boot is tiny, and taller drivers will have to wedge themselves in, but frankly you won’t care about any of that. By the time you reach the end of your first twisty road in an MX-5, all you’ll be thinking about is how quickly you can turn around and do it all again.
2. Porsche 718 Cayman
Porsche 718 Cayman review
Best for: pin-sharp handling
Yes, you could argue that the 718 Cayman is just a Boxster with a tin roof, and who wouldn’t prefer to have a convertible for those sunnier days? Well, that’s to ignore what the Cayman actually is. Because the solid roof means that it has a stiffer structure than the Boxster, the Cayman is far more of a precision tool, almost a runaway racing car for the road.
Okay, so it might be a bit hard to back that claim up with a basic four-cylinder Cayman, with its oddball off-beat VW Beetle engine note, but even then that’s a very quick little car, with super-sharp steering and a sticky attitude to corners.
The trick with a Cayman is to skip past the basic 300hp model, and even the 350hp Cayman S (although, engine sound aside, neither is anything less than a thrilling car to drive) and go straight to the mother lode, the Cayman GTS 4.0-litre, which uses the same wonderful, naturally-aspirated flat-six engine as the 911, and uses it to glorious effect. Want to know what it feels like to be a Le Mans racer on the M11? Just listen to the GTS’s engine note as it passes 4,000rpm, and you’re half-way there.
That said, you could trade up to the 500hp Cayman GT4 RS, which really is a race-track refugee, but to be honest the GTS 4.0 has more than enough performance, noise, and poise for anyone other than a professional racer.
Inside, there’s the usual Porsche refinements of high quality, plenty of space for two people, and a sensible cabin layout. Yes, you can go mad spending on optional extras with interior trim and colour, but as is almost always the case for a Porsche, keeping things simple is what works best.
Ignore the PDK automatic gearbox, and stick with a manual — that’s far more enjoyable. Oh, and nab one now before Porsche launches the all-electric (with some small numbers of petrol versions due to be made) 718 Cayman replacement.
Yes, you could argue that the 718 Cayman is just a Boxster with a tin roof, and who wouldn’t prefer to have a convertible for those sunnier days? Well, that’s to ignore what the Cayman actually is. Because the solid roof means that it has a stiffer structure than the Boxster, the Cayman is far more of a precision tool, almost a runaway racing car for the road.
Okay, so it might be a bit hard to back that claim up with a basic four-cylinder Cayman, with its oddball off-beat VW Beetle engine note, but even then that’s a very quick little car, with super-sharp steering and a sticky attitude to corners.
The trick with a Cayman is to skip past the basic 300hp model, and even the 350hp Cayman S (although, engine sound aside, neither is anything less than a thrilling car to drive) and go straight to the mother lode, the Cayman GTS 4.0-litre, which uses the same wonderful, naturally-aspirated flat-six engine as the 911, and uses it to glorious effect. Want to know what it feels like to be a Le Mans racer on the M11? Just listen to the GTS’s engine note as it passes 4,000rpm, and you’re half-way there.
That said, you could trade up to the 500hp Cayman GT4 RS, which really is a race-track refugee, but to be honest the GTS 4.0 has more than enough performance, noise, and poise for anyone other than a professional racer.
Inside, there’s the usual Porsche refinements of high quality, plenty of space for two people, and a sensible cabin layout. Yes, you can go mad spending on optional extras with interior trim and colour, but as is almost always the case for a Porsche, keeping things simple is what works best.
Ignore the PDK automatic gearbox, and stick with a manual — that’s far more enjoyable. Oh, and nab one now before Porsche launches the all-electric (with some small numbers of petrol versions due to be made) 718 Cayman replacement.
3. Porsche 718 Boxster
Porsche 718 Boxster review
Best for: miles of headroom
As with the Cayman, the Porsche 718 Boxster comes with a choice of slightly dull-sounding four-cylinder turbo engines, or a gloriously symphonic 4.0-litre flat-six. Now, you’ll be expecting us to recommend that you go for the six, right? Well, not necessarily.
Certainly, that 4.0-litre GTS Boxster has its advantages. It’s very fast, sounds fantastic, and has better handling than pretty much anything other than the Cayman with the same engine. But the Boxster’s fast-acting convertible roof kind of changes the game a little. With a convertible, the trick is not to drive flat-out at all times, but to slow down and enjoy the sunshine and fresh air.
So does that bring the basic 300hp flat-four turbo engine back into the equation? Yes, a bit at any rate. It’s true that it has a rather un-thrilling soundtrack, but that becomes less of a bore when you’re admiring the surrounding countryside. In fact, there’s a good argument that the best Boxster is the 350hp Boxster S with a manual gearbox. Fast, fun, actually reasonably economical if you’re using it as an everyday car, and at that point who cares what it sounds like?
Of course, there’s another level above the GTS 4.0. You could go for the Spyder RS, which has 500hp, sprints to 62mph in just 3.5 seconds, and that’s lovely, but it’s a very hardcore car, with a roof that takes ages to put on or take off, and which is honestly best left in the garage behind you. The RS is really better kept for track days than for daily driving.
Lesser Boxsters are perfectly good at daily driving, though. The cabin is roomy and comfortable for two people, and the twin front and rear luggage areas mean that it’s actually pretty practical. It’s also small and light, so fuel economy isn’t bad, and the ride comfort over bumps is exemplary for a two-seat sports car.
As with the Cayman, the Porsche 718 Boxster comes with a choice of slightly dull-sounding four-cylinder turbo engines, or a gloriously symphonic 4.0-litre flat-six. Now, you’ll be expecting us to recommend that you go for the six, right? Well, not necessarily.
Certainly, that 4.0-litre GTS Boxster has its advantages. It’s very fast, sounds fantastic, and has better handling than pretty much anything other than the Cayman with the same engine. But the Boxster’s fast-acting convertible roof kind of changes the game a little. With a convertible, the trick is not to drive flat-out at all times, but to slow down and enjoy the sunshine and fresh air.
So does that bring the basic 300hp flat-four turbo engine back into the equation? Yes, a bit at any rate. It’s true that it has a rather un-thrilling soundtrack, but that becomes less of a bore when you’re admiring the surrounding countryside. In fact, there’s a good argument that the best Boxster is the 350hp Boxster S with a manual gearbox. Fast, fun, actually reasonably economical if you’re using it as an everyday car, and at that point who cares what it sounds like?
Of course, there’s another level above the GTS 4.0. You could go for the Spyder RS, which has 500hp, sprints to 62mph in just 3.5 seconds, and that’s lovely, but it’s a very hardcore car, with a roof that takes ages to put on or take off, and which is honestly best left in the garage behind you. The RS is really better kept for track days than for daily driving.
Lesser Boxsters are perfectly good at daily driving, though. The cabin is roomy and comfortable for two people, and the twin front and rear luggage areas mean that it’s actually pretty practical. It’s also small and light, so fuel economy isn’t bad, and the ride comfort over bumps is exemplary for a two-seat sports car.
Sell your car for what it's really worth
The free, easy way to get 5,500+ dealers all over the UK bidding on your car
Learn how to
sell your car
with Á«»¨Ö±²¥
4. Alpine A110
Alpine A110 review
Best for: slim-hipped thrills
The dinky little Alpine comes within a hair’s breadth of beating the Porsche Boxster and Cayman duo at their own game. Like the petrol-powered 718 models, the Alpine A110 won’t be in production much longer, as it’s being replaced by an all-electric model, so act fast to grab one of the most enjoyable cars of the past decade before it’s too late.
Powered by a humble — but raspy and powerful — Renault 1.8-litre turbo engine mounted behind the seats (and borrowed from the old Megane RS), the Alpine A110 can have as much as 354hp at its disposal, but to be honest the best model is the basic 250hp version. Does that sound like not much power? Well, when it has barely 1,100kg of kerb weight to push around, it’s plenty and the Alpine’s performance is more than enough for road duties, and actually still plenty for track work if you fancy it.
This is a car of rare ability — so light that it doesn’t need stiff springs, so it rides over bumps with ease, but with ultra-fast go-kart steering too. It’s just enormous fun, and the retro-seventies looks, aping the original Alpine A110 rally car, are just gorgeous. Sure, the cabin is full of ultra-cheap old Renault bits, but the upside of that is a lack of more modern safety nannies. You can just get on with your driving, and driving an A110 is just fantastic.
The dinky little Alpine comes within a hair’s breadth of beating the Porsche Boxster and Cayman duo at their own game. Like the petrol-powered 718 models, the Alpine A110 won’t be in production much longer, as it’s being replaced by an all-electric model, so act fast to grab one of the most enjoyable cars of the past decade before it’s too late.
Powered by a humble — but raspy and powerful — Renault 1.8-litre turbo engine mounted behind the seats (and borrowed from the old Megane RS), the Alpine A110 can have as much as 354hp at its disposal, but to be honest the best model is the basic 250hp version. Does that sound like not much power? Well, when it has barely 1,100kg of kerb weight to push around, it’s plenty and the Alpine’s performance is more than enough for road duties, and actually still plenty for track work if you fancy it.
This is a car of rare ability — so light that it doesn’t need stiff springs, so it rides over bumps with ease, but with ultra-fast go-kart steering too. It’s just enormous fun, and the retro-seventies looks, aping the original Alpine A110 rally car, are just gorgeous. Sure, the cabin is full of ultra-cheap old Renault bits, but the upside of that is a lack of more modern safety nannies. You can just get on with your driving, and driving an A110 is just fantastic.
5. Lotus Emira
Lotus Emira review
Best for: the heritage of that badge
The Emira feels like a proper Lotus. That’s pretty good going for a car that has to pay so much service to modern driving needs, and which can optionally be had with an AMG-supplied four-cylinder turbo engine with 360hp. Or you can have a 3.5-litre Toyota V6 (from a Camry!) with 400hp thanks to a supercharger, but crucially that engine comes with a manual gearbox.
Either way, the Emira has that old-school Lotus feel — a combination of incisive steering and suspension that knows how to deal with a bumpy British backroad (it is designed and built in Norfolk, after all) that means it can be huge fun even when driven slowly.
It also looks great — lots of mini Ferrari vibes about the styling — and the interior is some of Lotus’ best work, with a half-way decent touchscreen and digital instruments, as well as solid quality.
It’s much less practical than a Porsche Cayman though, and really quite expensive for a brand that, even now, too many people just haven’t heard of. That famous Lotus badge means much to enthusiasts, but most people have forgotten about all those F1 world titles, and even the James Bond connection.
The Emira feels like a proper Lotus. That’s pretty good going for a car that has to pay so much service to modern driving needs, and which can optionally be had with an AMG-supplied four-cylinder turbo engine with 360hp. Or you can have a 3.5-litre Toyota V6 (from a Camry!) with 400hp thanks to a supercharger, but crucially that engine comes with a manual gearbox.
Either way, the Emira has that old-school Lotus feel — a combination of incisive steering and suspension that knows how to deal with a bumpy British backroad (it is designed and built in Norfolk, after all) that means it can be huge fun even when driven slowly.
It also looks great — lots of mini Ferrari vibes about the styling — and the interior is some of Lotus’ best work, with a half-way decent touchscreen and digital instruments, as well as solid quality.
It’s much less practical than a Porsche Cayman though, and really quite expensive for a brand that, even now, too many people just haven’t heard of. That famous Lotus badge means much to enthusiasts, but most people have forgotten about all those F1 world titles, and even the James Bond connection.
6. BMW Z4
BMW Z4 review
Best for: being a sensible sports car
The BMW Z4 is a classic front-engined, rear-wheel drive roadster, with a properly luxurious cabin and a neat folding soft-top. What it’s not, really, is a proper sports car.
It’s not the prettiest car on this list, but equally it’s far from BMW’s worst work with a crayon in recent years, and you can happily describe it as looking purposeful. The cabin is roomy for two, and really beautifully made, but you can play an unending game of ‘Spot The 3 Series Bits’ which isn’t really what you want from a sports car.
Basic 2.0-litre turbo engine options are pretty unexciting, so for some proper thrills, trade-up to the M-Performance model with its 340hp 3.0-litre turbo straight-six engine, which has all the right noises and which feels much more like a proper sporting machine. So much so, that Toyota borrowed all of the oily bits for the Supra coupe.
The best Z4 of all is the rare six-cylinder manual model, which has the slightly hilarious name of ‘Handschalter’ which sounds rude, but which actually means that it has a six-speed manual ‘box. That offers a bit more in the way of tactile engagement, but even then the Z4 is more about fast and smooth cruising than it is about being a true sports car.
The BMW Z4 is a classic front-engined, rear-wheel drive roadster, with a properly luxurious cabin and a neat folding soft-top. What it’s not, really, is a proper sports car.
It’s not the prettiest car on this list, but equally it’s far from BMW’s worst work with a crayon in recent years, and you can happily describe it as looking purposeful. The cabin is roomy for two, and really beautifully made, but you can play an unending game of ‘Spot The 3 Series Bits’ which isn’t really what you want from a sports car.
Basic 2.0-litre turbo engine options are pretty unexciting, so for some proper thrills, trade-up to the M-Performance model with its 340hp 3.0-litre turbo straight-six engine, which has all the right noises and which feels much more like a proper sporting machine. So much so, that Toyota borrowed all of the oily bits for the Supra coupe.
The best Z4 of all is the rare six-cylinder manual model, which has the slightly hilarious name of ‘Handschalter’ which sounds rude, but which actually means that it has a six-speed manual ‘box. That offers a bit more in the way of tactile engagement, but even then the Z4 is more about fast and smooth cruising than it is about being a true sports car.
7. MG Cyberster
MG Cyberster review
Battery range up to 316 miles
Best for: impressing a Green Party MP
The MG Cyberster is the only all-electric car on this list, at least for now, and it seems appropriate that the company which first established the basic rules of sports car motoring is one of the first to bring an electric two-seater to the road, and that it did so during its centenary year too.
Of course, MG these days isn’t the MG of old — it’s a fully Chinese brand now — but Chinese cash means that MG can bring this Cyberster to market not smelling of real ale and flat-caps, but with 300+ miles of range and electric-powered doors that arc upwards like a Lamborghini Countach’s.
It looks the part, the Cyberster, and there’s an even more handsome coupe on the way, but while the top-spec twin-motor version can rip off sub-4.0-second 0-62mph runs all day long, the slower single-motor model is actually the nicer of the two to drive. The cabin looks good, but the multiple screens are baffling, and taller drivers simply won’t be able to get the seat set down low enough.
Is the Cyberster fun to drive? Sort of… It’s got fairly sharp responses, and corners with some vim, but the weight of those batteries means it’s all a touch numb. Still, it’s a good first EV sports car effort, and hopefully it’s all upwards and onwards from here.
The MG Cyberster is the only all-electric car on this list, at least for now, and it seems appropriate that the company which first established the basic rules of sports car motoring is one of the first to bring an electric two-seater to the road, and that it did so during its centenary year too.
Of course, MG these days isn’t the MG of old — it’s a fully Chinese brand now — but Chinese cash means that MG can bring this Cyberster to market not smelling of real ale and flat-caps, but with 300+ miles of range and electric-powered doors that arc upwards like a Lamborghini Countach’s.
It looks the part, the Cyberster, and there’s an even more handsome coupe on the way, but while the top-spec twin-motor version can rip off sub-4.0-second 0-62mph runs all day long, the slower single-motor model is actually the nicer of the two to drive. The cabin looks good, but the multiple screens are baffling, and taller drivers simply won’t be able to get the seat set down low enough.
Is the Cyberster fun to drive? Sort of… It’s got fairly sharp responses, and corners with some vim, but the weight of those batteries means it’s all a touch numb. Still, it’s a good first EV sports car effort, and hopefully it’s all upwards and onwards from here.
