The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982.…
The all-new 2020 Porsche 911 Cabriolet has most of the same styling updates as the recently introduced 2020 911 Carrera coupe. (Photo: Porsche)
The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982. Ahead of this, going topless required the complete removal of a metal roof panel, the 911 Targa having arrived on the scene in 1966 with either a fixed glass or foldaway plastic rear window.
Brief history lesson completed, Porsche introduced its all-new 2020 911 Cabriolet on Monday, January 8, with a promised arrival in the third quarter of this year and the ability to place your order now, the latter point being the same as with the new 911 coupe that was introduced last month and is slated to go on sale this summer.
Along with its squared off lower fascia, the new 911 brings back the classic double creased hood. (Photo: Porsche)
Also like the new coupe, the first new 2020 Cabriolets we’ll be able to get our hands on will be in rear-wheel drive Carrera S (C2S) and all-wheel drive Carrera 4S (C4S) guise, featuring a more formidable redesigned 3.0-litre turbocharged boxer engine that’s good for 443 horsepower and 390 lb-ft of torque, an increase of 23 horsepower and 22 lb-ft of torque respectively, and fitted with Porsche’s all-new eight-speed automated dual-clutch PDK gearbox. Once again, seven-speed manual variants will show up later, as will less potent Carrera and Carrera 4 models sporting a revised 385 horsepower 3.0-litre turbo six behind the rear axle, this engine 15 horsepower more capable. Likewise, Turbo versions will enter the fray later, although Porsche has yet to provide a time frame for these.
Now even RWD 911s get a body-wide centre taillight, a feature that was previously only available with AWD models. (Photo: Porsche)
Porsche has only provided performance specs for the C2S and C4S shown, with standstill to 100km/h achieved in just 3.9 and 3.8 seconds apiece, while those numbers improve to 3.7 and 3.6 seconds respectively when the Sport Chrono Package is added, the greater traction of the all-wheel drive model allowing for a slight advantage at takeoff.
Amazingly, thanks to magnesium surface elements dubbed “bows” that are integrated within the redesigned fabric roof’s structure and prevent “ballooning” at high speeds, new 911 drop-top models are only 2 km/h slower than their hardtop siblings when factoring in terminal velocities, their top speeds set to 306 km/h (190 mph) for the C2S and 304 km/h (189 mph) for the C4S.
The new 911 Cabriolet provides an ultra-sleek profile. (Photo: Porsche)
Additionally, that soft top, which is now larger to fit over the more accommodating cabin, can open and close on the fly at speeds of up to 50 km/h (30 mph), and takes a scant 12 seconds to fully perform this function due to revised hydraulics, a process that also powers an electrically extendable wind deflector to keep gusts of air from discomforting the driver and front passenger.
As you might expect, the 2020 911’s interior is much the same as the new coupe’s, highlighted by a new horizontal design theme inspired by early ‘60s through ‘90s models, but now the primary gauge cluster is mostly digital with twin LCD panels surrounding the usual mechanical centre tachometer, while above a completely reworked centre stack and console is a 10.9-inch Porsche Communication Management (PCM) infotainment touchscreen, literally a big improvement over its 7.0-inch predecessor.
Despite radical changes, for a 911, no one should mistake the new 2020 model for anything else. (Photo: Porsche)
Back in front of the driver, a new steering wheel incorporates an adaptation of the same rotating steering wheel-mounted driving mode selector found in the outgoing 911 Cabriolet, but now a standard Wet mode gets added to the mix, capable of maintaining better control over water-soaked road surfaces when activated. Safety in mind, the new 911 Cab will also get standard autonomous emergency braking with moving object detection, while a backup camera and rear parking sensors will also be standard.
As usual, the 911 Cabriolet’s top should fit as snuggly as any fabric top available, while it now retracts quicker than ever before. (Photo: Porsche)
Porsche promises increased comfort and support from its new available 18-way powered front seats, while other options include adaptive cruise control with stop and go, a 360-degree surround parking camera that should be extremely helpful on the new widescreen display, plus new Night Vision Assist that will provide visual assistance for steering clear of pedestrians or animals in the dark via a heat-sensing thermal imaging camera.
On a more mechanical note, for the first time 911 Cabriolet customers will be able to choose the Porsche Active Suspension Management (PASM) adaptive sport suspension from the options list, which provides stiffer, shorter spring sets for a 10-mm lower ride height, and more rigid anti-roll bars, allowing improved weight distribution for a more neutral feel.
So what do you think? Does the new 911 Cabriolet’s styling improve on the previous generation? (Photo: Porsche)
As for style, the new 911 Cabriolet pulls over most of the coupe’s new design cues below the waistline, including an all-new rectangular lower front grille/fascia that creates a wider more planted appearance, a completely reshaped hood that squares off near the front and incorporates a classic tapering indentation at centre, wider front and rear fenders that flow over larger 20- and 21-inch front to rear staggered alloy wheels, new side mirrors and new flush door handles that pop out when touched, and a new body-wide LED taillight hovering over a 718-style 3D “PORSCHE” graphic bookended with totally unique corner lights, while its bulging rear deck lid panels are similar to the outgoing model yet redesigned for a smoother, more fluid result, the latter incorporating a new integrated dynamic spoiler that’s completely hidden when retracted yet much wider and more capable than the rear spoiler on the outgoing model when open. Likewise, no one should complain about the new larger fabric roof’s shape and fitment, as it’s once again beautifully contoured and ideally proportioned.
All the 2020 911 Carrera coupe’s improvements, sans the roof. (Photo: Porsche)
Also like the 2020 911 coupe, the redesigned Cabriolet makes greater use of lightweight aluminum both outside and within, its new front fenders eliminating steel from the body panel equation altogether, and its suspension now much more aluminum-intensive.
The new 2020 Porsche Carrera S Cabriolet will arrive this fall for a base price of $143,700, along with the 2020 Carrera 4S Cabriolet that starts at $152,100.
Remember to contact your local Porsche dealer if you want to put one on order, and after you’ve done that make sure to check out our photo gallery above and these two Porsche-supplied videos below:
The new 911 Cabriolet: First Driving Footage (1:08):
The new Porsche 911 Cabriolet – All set for open-top season (1:09):
You’d need to go back a very long way to find a year that Porsche’s 911 wasn’t the best-selling premium branded sports car in Canada or the U.S., and 2018 won’t be any different once the final…
Porsche introduced the all-new 2020 Carrera S and Carrera 4S at an impressive gala in Los Angeles last month. (Photo: Porsche)
You’d need to go back a very long way to find a year that Porsche’s 911 wasn’t the best-selling premium branded sports car in Canada or the U.S., and 2018 won’t be any different once the final numbers are tallied and compared to its closest rivals.
Year-to-date third-quarter Canadian-market results showed the 911 at 1,083 units and the next best-selling Audi TT at 366, while the more directly competitive Jaguar F-Type came in at just 347 deliveries. It’s really no contest, with some others that might be deemed rivals including the Audi R8 with 208 unit sales, the Mercedes-Benz AMG GT at 195 deliveries and SL at 140, and the Acura NSX with just 33.
New 911 C2S and C4S (shown) models promise serious performance gains over their already impressive predecessors. (Photo: Porsche)
With numbers like these it’s no wonder the majority of competitors don’t redesign their sports car models very often and aren’t offering many special editions either, but Porsche has enough market strength to do both. In fact, the 2019 911 currently available offers three totally unique roof systems, various front and rear fascia designs, differing fender widths, visual body style/performance upgrades such as rear-fender engine ducts, rear- and all-wheel drivetrains, manual and dual-clutch automated transmissions, a host of engine options from 370 to 700 horsepower, a wide assortment of trims for almost every premium-level budget, and options enough to boggle the mind.
Along with dramatically new styling, the new C2S and C4S feature wider fender flares and meatier rear tires. (Photo: Porsche)
If that weren’t enough, Porsche just introduced the all-new eighth-generation 2020 911, which will become available here this coming summer. They’ve only announced pricing for two models so far, the $129,100 911 Carrera S (C2S) and the $137,400 911 Carrera 4S (C4S), the first rear-wheel drive and the latter all-wheel drive, but more models are set to arrive later this year.
From side profile the 2020 911 looks a lot like the car it’s replacing, but this has more or less been reality since the car went from an air-cooled rear-mounted flat-six to a water-cooled variant back in 1999. Porsche has always been more about year-over-year refinement than change for change’s sake, and therefore we have a 2020 model that mirrors the 2019 from some angles.
The rear-wheel drive 911 Carrera S (shown), or C2S, looks almost identical, and performs similarly to the all-wheel drive C4S. (Photo: Porsche)
This said the visual modifications are plentiful enough to cause consternation amongst traditionalists, or at least tempered pause. For starters, the hood and lower front fascia have departed from the car’s usual combination of mostly body-colour oval shapes to an almost straight, horizontal slit separating the former from the bodywork below, and a broad black rectangle for the latter, giving the entire car a wider, more aggressive albeit not necessarily as elegant stance, similar in concept to the frontal change made to the once technologically-tied, and in recent decades more purposely retrospective VW Beetle (A5), when it lost its “New” moniker in 2011, not that I’m trying to compare either car directly.
Unlike previous 911s, new RWD models receive a body-width light bar in back, this feature only available with AWD models before. (Photo: Porsche)
As for design cues pulled up from the internally-codenamed 991 series (2012–2019) seventh-generation model to this 992 series car, the just noted squared-off hood now includes classically tapered creases at each side of its indented centre, just like the original 911 albeit without a vented end, while Porsche intelligently left the outer design of its ovoid multi-element four-point LED headlamp clusters unmolested, a lesson learned when the aforementioned 1999 996’s Boxster-inspired L-shaped lamps ventured too far from 911 orthodoxy.
As noted, the two cars look nearly identical from side profile excepting the previously noted front and rear fascia vents and surrounding bodywork, plus slightly more upright headlamps, reverse front side marker lights, more chiseled wheel cutouts, new mirror caps, new sharply angled flush-mounted door handles that extend outward when touched replacing the old model’s more classic rounded pulls, a much smoother rear deck lid, and taillights that now wrap around the bodyside more fully.
The new 911’s extra width allows for better mechanical grip around corners, while the larger dynamic rear spoiler (shown extended) can improve downforce to zero lift. (Photo: Porsche)
When seen from behind those taillights come into clearer view, with the new model building on the 991’s narrow dagger-like LED-infused lenses and even slimmer body-wide light strip (previously only found on all-wheel drive models) by extending the latter further outward to each side, and then at centre grafting in some 718-sourced 3D-like graphics above seemingly open vent slats underneath, while chiseling out even more linear lines for the outer lamps.
The redesigned 911 features new aluminum front fenders and greater use of the lightweight alloy in the chassis. (Photo: Porsche)
The diffuser-infused lower bumper is bigger, bolder and blacker than before too, plus it feeds faux exhaust tips from within rather than appearing like they’re forced to exit below (which actually remains the case), while hidden within the new 911’s gently flowing rear deck lid, just above the aforementioned light strip and below a row of glossy black engine vent strakes, is a much wider and larger active spoiler featuring multiple positions for varying levels of rear downforce.
Of course, there will be many variations on the new 911 theme, some including a fixed rear spoiler for an even more expressive and capable trailing edge, plus various fascia designs nose to tail, but all body panels are now made from lightweight aluminum, bumpers excluded. In reality only the front fenders were lightened, being that most of the 991’s skin was already alloy, the change saving between 10 and 15 kilos (22 and 33 lbs) depending on the model, but take note the underlying body structure halves steel content from 63 to 30 percent, with the remaining 70 percent now fully constructed from aluminum, all of which will help to improve structural rigidity, handling, fuel efficiency, and more.
The new 911 gets a fully redesigned interior featuring a mostly digital instrument cluster, a larger 10.9-inch centre display, and more. (Photo: Porsche)
As noted earlier, the first models to be introduced are the Carrera S and 4S shown on this page. Compared to the previous generation this all-new model is not only visually wider due to styling, but actually grows by 45 mm (1.8 inches) at the front wheels. What’s more, its rear flanks have widened by 44 mm (1.7 in) to 1,852 mm (72.9 in), this being identical in width to the outgoing GTS model. New 20-inch front and 21-inch rear wheels come standard with S-enhanced Carreras, the former on 245/35 ZR-rated rubber and the latter on a mighty set of 305/30 ZRs—base 911s will get a staggered set of 19s and 20s.
Only the centre dial is analogue, the tachometer surrounded by dual LCD displays that provide multiple usage. (Photo: Porsche)
Despite all the extra aluminum used in the new body and chassis, both new C2S and C4S models add 55 kilos (121 lbs) of unladen weight, according to the Porsche Canada retail site, with the outgoing 2019 Carrera S hitting the scales at 1,460 kilograms (3,219 lbs) compared to the 2020 model’s 1,515 kg (3,340 lbs), and the old Carrera 4S weighing in at 1,510 kg (3,329 lbs) compared to 1,565 kg (3,450 lbs) for the redesigned car.
At first glance that extra weight shouldn’t have much if anything to do with the powertrain, because the new car’s horizontally opposed six-cylinder engine once again displaces 3.0 litres. It’s heavily reworked, mind you, with somewhat weightier cast-iron headers replacing the old mill’s stamped steel manifolds resulting in freer flowing exhaust, plus an entirely new and pricier piezo injection system for more precise fuel delivery, a fresh set of turbochargers pulled from the outgoing GTS powerplant, and a single new intercooler that’s now housed centrally on the 992’s backside instead of the two previously hidden within the 991’s rear fenders.
The new cabin is larger and therefore roomier than the previous model. (Photo: Porsche)
The improvements allow for a higher 10.5:1 compression ratio, up from 10.0:1, which combine for a 23-horsepower and 22-lb-ft advantage over the outgoing C2S and C4S, with thrust now rated at 443 horsepower and twist at 390 lb-ft of torque, resulting in 3.7 seconds from standstill to 100km/h for the former and 3.6 seconds for the latter, or 3.5 and 3.4 seconds respectively with the Sport Chrono Package added, while top speeds are set to 308 and 306 km/h (190 and 191 mph) apiece. Incidentally, the base engine, which keeps the same turbos as last year’s car, increases output by 15 horsepower to 385.
The large widescreen display will be a key reason for many to upgrade from old 911 to new. (Photo: Porsche)
You may have noticed there were no differing times between manual and automatic transmissions, this because 2020 C2S and C4S trims will initially come standard with Porsche’s new eight-speed PDK dual-clutch automated transmission, up one gear from the outgoing automatic, with a mostly unchanged seven-speed manual gearbox expected later in the year.
The new eight-speed PDK was first introduced in the recently updated Panamera, and despite initially being housed in such a large model, was chosen for the 911 due to space improvements. The gearbox doubles its shafts for a shorter, more compact design, even leaving room for a future electric motor when fitted to a similarly sized housing. This means we should expect a plug-in hybrid version of the 911 sometime in the not-too-distant future, and if the just noted Panamera is anything to go by, it’ll one day be the most potent form of 911 available.
The tiny shift lever is a clear sign that manually shifting the new eight-speed dual-clutch PDK must be done via paddles. (Photo: Porsche)
As always, the updated PDK comes with standard steering wheel-mounted paddle shifters, but this time they’re an absolute must because Porsche has replaced the old model’s conventional shift lever with a tiny little electronically actuated nub, saving enough centre console space for a cupholder while modernizing the interior design. Most won’t complain, even old-schoolers wanting to adjust the audio system’s volume and swap stations/tracks via rotating knobs, which can both still be found on the same lower console.
A limousine it’s not, but this cutaway shows that rear seat roominess has improved. (Photo: Porsche)
All adjustments are now displayed on a 3.9-inch larger 10.9-inch infotainment touchscreen that also gets better resolution quality and greater depth of colour than its predecessor, plus updated graphics, improved performance, more functions from fewer physical buttons, and most everything else already included with more recently redesigned Porsche models. This said the instrument panel housing all of the above pays much respect to 911s of the ‘60s, ‘70s, ‘80s, and yes even the ‘90s, all of which were only slight adaptations of the same horizontal theme until the aforementioned 996 arrived in 1999. The new IP even incorporates a narrow shelf that mimics the lower edge of the classic dashboard, this one potentially more functional, if attaching car-sized Pokemon or Hello Kitty action figures—sigh, I’ve seen these in Ferraris, Lamborghinis and McLarens too.
The 911 will never deviate from its horizontally opposed “boxer” layout, but it will continue to tweak it with every generation. (Photo: Porsche)
Even the comparatively radical 996 didn’t stray too far from the sacrosanct original when it came to organizing its primary gauge cluster, but this time around Porsche went so far as to visually separate each dial like the earlier cars, instead of letting their circular edges bleed into each other. Nevertheless, there’s only one mechanical gauge at centre, the tachometer as always, with the four surrounding dials held in place via virtual reality thanks to large TFT/LCD displays that are also capable of showing route guidance, audio, trip, and cruise information, plus more. Specifically, the right side incorporates the multi-information display as with the 991, whereas the left portion shows a conventional looking speedometer in default mode or the various new advanced driver assistance systems including adaptive cruise control, blindspot warning, lane keeping assist, etcetera.
Those fortunate enough to drive the new 911 will experienced a thoroughly redeveloped suspension. (Photo: Porsche)
Being that the 2020 CS and C4S are not yet available we aren’t able to build them in Porsche’s online configurator, but we already know that 18-way adaptive sports seats will be optional, as will a 360-degree surround parking camera that should look fabulous on the new widescreen display, plus new Night Vision Assist that will provide visual assistance for steering clear of pedestrians or animals in the dark via a heat-sensing thermal imaging camera.
We’ve also been told that C2S and C4S brake-rotor sizes and calipers continue forward unchanged from the outgoing models, but new Porsche Surface Coated Brakes (PSCB), which were introduced last year on the new Cayenne, will now be available with the 2020 911. PSCB adds a hardened tungsten-carbide layer to friction surfaces to enhance stopping performance, while they’re said to last longer than conventional cast iron brakes and reduce dust. The calipers will boast bright white paint to separate them from those used for the standard braking system.
Porsche has made some of the 911’s strongest performance gains in braking, with Porsche Surface Coated Brakes (PSCB) now available. (Photo: Porsche)
Speaking of standard, a new Wet mode detects as little as one millimetre (0.04 inches) of standing water on the road before alerting the driver, who then has the option of adjusting to a more sensitive stability control setting that’s been added to a new version of the same rotating steering wheel-mounted driving mode selector found in the 991. The new 911 will also get standard autonomous emergency braking with moving object detection.
So when can you get the new 2020 Porsche 911 of your choice? As noted the Carrera S and Carrera 4S coupes with the automated PDK gearbox will be first to arrive this summer, after initially launching in Europe. Shortly thereafter we’ll receive Cabriolet versions of the same C2S and C4S models, while later this year we’ll get the base Carrera and Carrera 4 with both manual and PDK transmissions, the former of which should also become available with S models. We can expect the new 992 Turbo to show up at the end of the year, with other models arriving in 2020. Porsche retailers are now placing orders for the Carrera S and 4S.
While you’re waiting to take one for a drive in person, make sure to check out our comprehensive photo gallery above and all of the videos we’ve provided below, the first of which is the 42-minute premiere program that covers every historical 911 era:
The new Porsche 911 world premiere. LIVE from L.A. (42:00):
https://www.youtube.com/watch?v=eMq2JrpId8c
The new Porsche 911. Timeless machine. (1:24):
The new Porsche 911: Highlight Video. (2:35):
The new Porsche 911: Exterior & Interior Design. (1:09):
The new Porsche 911: First Driving Footage. (0:59):
We covered the refreshed 2019 Macan when it was first introduced last summer, but Porsche didn’t offer up a lot of specific details at the time. Thanks to its North American debut at the Los Angeles…
The refreshed 2019 Porsche Macan S will get a new 348-hp V6 when it arrives in the summer of 2019. (Photo: Porsche)
We covered the refreshed 2019 Macan when it was first introduced last summer, but Porsche didn’t offer up a lot of specific details at the time. Thanks to its North American debut at the Los Angeles Auto Show late last month, and little more info that was just released we now know a little more.
When the new 2019 Macan goes on sale next summer it will get a $1,400 price hike in its most basic four-cylinder form resulting in an MSRP of $55,500 plus freight and fees. As expected, that car will house the same 2.0-litre four as the current 2018 model, although so far Porsche is claiming four fewer horsepower at 248 and an identical 273 lb-ft of torque with no effect on performance that’s still advertised at 6.7 seconds from zero to 100km/h in base form or 6.5 with the Sport Chrono Package, while this powertrain will once again come mated to Porsche’s seven-speed automated dual-clutch PDK transmission driving all four wheels.
Along with new styling details like a single-unit taillight, the Macan S will sprint from zero to 100km/h in just 5.3 seconds, or 5.1 seconds with its Sport Chrono Package. (Photo: Porsche)
While this will be good news for the small handful of Macan buyers focused on fuel economy, most fans of the compact luxury SUV segment’s sportiest offering will be happier to know that it’s more popular Macan S trim line gets a significant performance boost for 2019, while its $63,000 price is only $1,600 dearer than last year’s version.
The upgraded 2019 Macan S will utilize the single twin-scroll turbocharged 3.0-litre V6 first introduced with the base Cayenne and then in the Panamera, which despite maintaining the same three litres of displacement as the previous Macan S engine yet losing half of its turbos now produces an additional 15 lb-ft of torque for a new total of 354 lb-ft. Even more impressive the latter twist arrives at a very tractable 1,360 rpm, which is 1,000 rpm sooner, while its horsepower rating is now set to 348, which is eight horsepower more than the previous model.
All 2019 Macan trims should improve their handling thanks to less front suspension mass and staggered tire sizes. (Photo: Porsche)
This allows 2019 Macan S performance to improve from a 5.4-second sprint to 100km/h in last year’s model, or 5.2 seconds with the Sport Chrono Package, to 5.3 and 5.1 respectively with the new 2019, while its top track speed remains 254 km/h. Fuel-economy is said to be better too, although no claimed Canadian rating is available.
Along with the powertrain and driveline upgrades, the new Macan’s front suspension uses more aluminum for 1.5 kilos of weight reduction, while new staggered wheel sizes provide easier turn-in up front and more grip in the back where a set of 295/40R20s combine with 265/45R20 front rubber in Macan S trim. Lastly, an available adaptive suspension system allows for greater comfort in Normal mode and better performance when Sport+ is selected, all adjustable from a button on the centre console.
Thicker rear tires will improve the Macan’s looks as well. (Photo: Porsche)
Of note, the Porsche Traction Management (PTM) all-wheel drive system is capable of distributing all of the Macan’s torque to the rear wheels when warranted, or alternatively up to 70 percent to those in the front if traction requirements cause need. What’s more, the 2019 Macan’s traction can be further enhanced via newly developed 20- and 21-inch performance tires.
Inside, the most obvious 2019 Macan upgrades are digital, beginning with a new 10.9-inch full-HD Porsche Communication Management (PCM) touchscreen replacing the 7.2-inch unit in the outgoing model. The new interface makes for a stunning visual statement, thanks to much sharper, clearer resolution, plus enhanced graphics to complement the improvement in screen quality and increased size. Likewise, the system’s operating system is faster, which will no doubt improve the speed of new standard intelligent voice control and the now standard navigation system’s mapping adjustments, plus other functions, while Porsche claims that it’s more intuitively designed for easier use, this due in part to predefined tiles that allow personal customization.
The Macan’s upgraded interior features a much larger 10.9-inch centre touchscreen that modernizes the look. (Photo: Porsche)
Additionally, Apple CarPlay smartphone integration is now standard, but you won’t be able to connect your Android device via Alphabet’s (Google’s) Android Auto system, which remains unavailable.
Porsche has made its Connect Plus module standard, however, which means that every new Macan is fully networked for real-time traffic information. A key element of this system is “Here Cloud”, which utilizes swarm-based traffic data to find you the quickest route to your destination. What’s more, the Macan’s new Offroad Precision App makes it possible to record and analyze off-road driving experiences.
With the centre stack now housing a larger, wider infotainment display it was necessary to move the air vents from their previous positions at each side of the screen to a new location just below the display. Additionally, the audio/HVAC control panel, which slots between the two, is now wider and narrower.
The bigger centre display is also faster, while Apple CarPlay is now standard. (Photo: Porsche)
While the latter features are standard, the 2019 Macan will let you upgrade its standard steering wheel to a special GT sports version sourced from the 911, while adding the Sports Chrono Package will place the brand’s Sport Response Button on the right-side spoke.
Comfort options will also improve, with a new ionizer and heatable windscreen now available, while the Macan’s suite of advanced driver assist systems adds adaptive cruise control with Traffic Jam Assist, which allows semi-autonomous driving amid congested, slow-moving traffic at speeds up to 60 km/h, with the ability to automatically steer, accelerate and brake.
On a more practical note, the rear seating area remains large enough for two adults side-by-side in comfort, whereas the cargo compartment carries up to 500 litres of gear with the 40/20/40-split rear seatbacks upright and 1,500 litres when they’re folded flat.
Expect more 2019 Macan updates as the model gets closer to launch, and don’t worry as we’ll cover them all. Until then, check out some videos of new Macan below:
The new Macan – More adventure. More life. More thrills. (0:51):
The new Porsche Macan. Exterior design. (1:31):
Design documentation: The new Macan. (6:33):
None of us should be surprised when an automaker launches a new sport utility vehicle these days, but some new entries make more sense than others. For reasons that likely have something to do with North…
The 2019 Honda Passport slots between the brand’s compact CR-V and 3-row Pilot SUVs, and promises 5-occupant seating and off-road capability. (Photo: Honda)
None of us should be surprised when an automaker launches a new sport utility vehicle these days, but some new entries make more sense than others. For reasons that likely have something to do with North American average sized families (which as of 2016 were estimated at 2.9 persons in Canada, and as of 2017 were 3.14 in the U.S.—which is larger than the EU’s 2.3-person average), five-passenger mid-size SUVs sell better than their larger seven-passenger siblings.
For example the best-selling five-passenger Santa Fe obliterated the larger Santa Fe XL last year with 21,615 deliveries compared to just 6,787, while the next most popular Ford Edge merely nosed out the Explorer with 19,967 unit sales to 17,333. Likewise, the five-occupant Nissan Murano was ahead of the Pathfinder with 15,120 sales to 9,838, and just in case you’re wondering whether brands that only offer seven-passenger crossovers sell much more than those that provide both, consider that the Kia Sorento only sold 15,990 units, the Toyota Highlander just 15,259, the Dodge Journey 13,745, and the Pilot just 8,905.
The new Passport pulls plenty of styling cues from the larger Pilot, but toughens up the look with sporty black trim and a high-riding 4×4 stance. (Photo: Honda)
Other brands fared worse than Honda, with the Dodge Durango down at 6,505 units, GMC Acadia at 5,380, Chevrolet Traverse at 4,710, Volkswagen Atlas at 4,534 (after just seven months of sales), Mazda CX-9 at 3,943, plus a couple of stragglers not worth mentioning, but no doubt the brand that produces the CR-V, Canada’s best-selling compact SUV, and does nearly as well with the HR-V in the subcompact SUV segment, wants to find similar success in the mid-size utility class.
Set to arrive in Honda dealerships across Canada early next year, the 2019 Passport will attempt to recharge the brand’s lagging mid-size sales by targeting two types of SUV buyers, those who simply want more passenger and cargo space than a CR-V can provide, without the added length of a three-row utility, and more adventurous owners who’d like to take their new SUV off the beaten track.
Shown here with an accessory roof rack and running boards, the new Passport is designed for a more adventurous lifestyle than average. (Photo: Honda)
If you’ve been watching Honda’s automotive news stream lately you’ve probably seen greater focus than usual put on off-road performance, with last month’s Ridgeline-based Rugged Open Air Vehicle Concept now seeming like a precursor to a couple of similarly styled all-terrain vehicles, the Talon 1000X and Talon 1000R, introduced alongside the new Passport on Tuesday, November 27. Those not familiar with Honda’s motorcycle and ATV divisions might find all of the above a surprise, but the idea of Honda going off-road will be nothing new to fans of the brand who were weaned on CRs, XLs and XRs, ATCs, TRXs and Four-Trax’s, and most specifically FLs, otherwise known as Honda Odysseys, which were little single-seat four-wheel off-roaders around well before anyone ever heard of a minivan (Honda also made a Pilot ATV in 1989 and 1990), and are closest in concept to the two new Talon ATVs.
The new Passport, shown here with a roof rack-mounted cargo basket from Honda’s accessories catalog, promises to take you further than most rival SUVs. (Photo: Honda)
Tapping into Honda’s off-road heritage makes a great deal of sense for the brand’s SUV lineup as well as its sole Ridgeline pickup truck, as there’s a lot of missed opportunity for cross-marketing Honda SUVs with Honda dirt bikes and ATVs, not to mention Honda generators and water pumps that would fit nicely into camping lifestyle ad campaigns, and its lawnmowers, handheld edge trimmers, tillers, snowblowers, and more that fit ideally into the lives of home and cabin/cottage owners. The Ridgeline is the more appropriate cross-marketing product for the latter items, but the new off-road capable Passport makes a good fit for anything camping related.
Honda provides new Passport owners with an available roof rack, running boards, fender flares, tow hitch, and other accessories. (Photo: Honda)
The new Passport would be ideal for trailering all of the recreation vehicles and handy tools noted above (see photos of it towing the new Talon and a camp trailer in the gallery), not to mention boats powered by Honda Marine outboard engines and Honda AquaTrax personal watercraft (although you’ll need to have a used one of the latter being that Honda recently pulled out of the industry), thanks to an optional tow package rated at 1,588 kilograms (3,500 lbs) for front-wheel drive models and 2,268 kilos (5,000 lbs) with all-wheel drive. What’s more, the “overhead” option found in the new Passport’s standard multi-view rearview camera makes connecting hitch and trailer easier than ever before.
Honda wants us to be clear that its new Passport is more capable than average off-road. (Photo: Honda)
Off-road enthusiasts who might have considered a Ridgeline, but never a Pilot or CR-V, will find the new Passport a serious alternative to other medium-duty 4×4 capable SUVs thanks to Honda’s upgraded i-VTM4 all-wheel drive system, which uses active torque vectoring to send up to 70 percent of engine torque to the rear axle and 100 percent to either the left or right rear wheels. Honda promises handling excellence no matter the conditions, citing “rain-slicked or snowy roads or sandy trails,” whereas on pavement it also responds better by overdriving the outside rear wheels amid turns.
We’re guessing most Passport owners won’t be driving their new SUVs like this. (Photo: Honda)
Honda’s Intelligent Traction Management (ITM) adds another element to the Passport’s off-road prowess, thanks to four driving modes that work in tandem with the optional i-VTM4 all-wheel drive, including normal, snow, mud and sand selections. ITM is actually standard with both FWD and AWD models, although the drive modes for the former only include normal and snow settings. Also notable, the new Passport adds 13 mm (0.5 in) of ground clearance over its Pilot sibling in FWD guise, and 28 mm (1.1 in) with AWD, allowing greater ability to overcome obstacles like rocks and roots found on the trail.
Someone was having a lot of fun in this Passport. (Photo: Honda)
So how does the Passport AWD do in off-road conditions? As you can see by the photos provided with its launch material, it certainly looks more capable than any previous Honda SUV, at least anything designed and produced by Honda (let’s not forget about the 1993–2002 Isuzu Rodeo-based mid-size model of the same name that could be considered the spiritual successor to this new Passport, and the reason Honda may have chosen to dig up this old name from the mostly forgotten past. Back to the here and now, Honda thoroughly tested the new Passport in “the world’s harshest environments” like “the sands of Dubai, muddy country roads of Russia, and snowbound trails in Minnesota,” and claims that it’s “more capable off road than many unibody SUVs.” Basically they’re saying not to expect it to out-4×4 a Jeep Wrangler, but when up against a similarly equipped unibody crossover SUV that doesn’t offer a bull-low gear ratio, the combination of i-VTM4 and ITM allow AWD-equipped Passports hold their own.
Thanks to its Pilot-sourced underpinnings, the new Passport promises excellent on-road stability combined with a smooth, comfortable ride. (Photo: Honda)
While all of this is fun and interesting, we all know the majority of Passport owners will never take their SUV off pavement and therefore might only ever experience slippery road conditions from rain, snow and ice. As noted earlier Honda has this covered too, while also providing the most powerful base engine in its class, which is both a boon and a bane. The automaker turns to the same i-VTEC valvetrain-enhanced 3.5-litre V6 found in the larger Pilot and Ridgeline pickup truck, not to mention the Odyssey minivan mentioned earlier. On the positive this sole engine makes 280 horsepower and 262 lb-ft of torque, and while it’s usually good to offer the strongest performance in a segment it’s not necessarily the best to come up short when it comes to fuel economy.
This Passport is towing the new Honda Talon ATV, introduced together with the new SUV at the LA auto show. (Photo: Honda)
Of course, Honda makes no official fuel consumption claims yet, but we can assume the new model will do better than the base Pilot’s 13.0 L/100km city, 9.3 highway and 11.3 rating due to weighing considerably less and featuring a standard nine-speed automatic transmission with pushbutton gear selection, instead of the more traditional lever operated six-speed unit offered in lower trims of the larger SUV. Higher Pilot trims feature the same nine-speed, and its fuel economy reflects this with a thriftier rating of 12.4 city, 9.3 highway and 11.0 combined, so the new Passport should be able to improve on the latter numbers, while providing smoother and more refined performance than four-cylinder powered competitors that achieve better mileage.
As you may have guessed the new Passport rides on the same fully independent chassis as the Pilot, the Honda Global Light Truck platform consisting of a rigid unibody structure with a fully boxed floor held up by a MacPherson strut front and independent multi-link rear suspension setup, and featuring electric power-assisted rack-and-pinion steering directing standard 20-inch alloy wheels wrapped in 245/50 all-season tires in base Sport and EX-L trims or 265/45 tires in Touring and Elite trims.
The new Passport can tow up to 5,000 lbs. (Photo: Honda)
Of note, the Passport launch model, which was introduced as part of the Los Angeles Auto Show, was in U.S. specification and therefore Canadian-spec trims and features won’t likely be identical. The information provided shows the four trims just mentioned, clarifying them as the “well-appointed Sport, upgraded EX-L, high-tech Touring, and the fully equipped Elite,” but for comparison our Canadian-spec Pilot is offered in LX, EX, EX-L Navi, Touring, and Black Edition trims. These are mostly the same in the U.S. market, except for no Black Edition, whereas we don’t offer Elite trim, instead including all of that model’s features in the top-line Touring.
The Passport offers best-in-class cabin space, and should also provide plenty of high-quality finishings. (Photo: Honda)
Along with the 20-inch alloy wheels noted earlier, which is the standard diameter across the entire Passport line, we can safely assume that Canadian-spec models will also get the Honda Sensing suite of advanced driver assistive and safety systems as standard equipment, that includes Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Road Departure Mitigation (RDM) including Lane Departure Warning (LDW), Lane Keeping Assistance System (LKAS) and Adaptive Cruise Control (ACC). These advanced electronics are joined by the industry’s usual assortment of active and passive safety features and Honda’s proprietary Advanced Compatibility Engineering (ACE) body structure, resulting in a mid-size SUV designed to exceed current crash test standards.
Honda promises plenty of premium soft-touch surfaces in a well-organized, ergonomically friendly cabin. (Photo: Honda)
Additional standard features available south of the 49th that should be included in our Passport include LED headlights, LED DRLs, LED fog lamps, and LED taillights, proximity-sensing keyless Smart Entry and Smart Start, a 7.0-inch digital colour TFT primary instrument cluster, a configurable multi-information display featuring audio, trip and phone info (plus turn-by-turn route guidance on models with navigation), tri-zone automatic climate control, a 5.0-inch infotainment display, the aforementioned Multi-Angle Rearview Camera with dynamic guidelines, six-speaker 215-watt audio with a subwoofer, and much more.
A fully digital TFT instrument cluster will set the Passport apart. (Photo: Honda)
In the U.S., Honda includes Blind Spot Information in EX-L, Touring and Elite trims, and adds Rear Cross-Traffic Detection plus front and rear parking sensors to the Touring and Elite, while additional upgrades (depending on trim) include power-folding auto-dimming side mirrors, a larger 8.0-inch infotainment touchscreen with Apple CarPlay and Android Auto smartphone integration and smartphone/tablet-style tap, swipe and pinch gesture capability, satellite-linked navigation, 4G LTE in-vehicle Wi-Fi that can support up to seven devices, wireless phone charging, 590-watt 10-speaker premium audio, various HondaLink cloud-based services such as remote unlocking, concierge services, and stolen vehicle tracking, a powered moonroof, second-row sunshades, a power tailgate with available hands-free operation, plus more.
The optional 8.0-inch infotainment touchscreen features Apple CarPlay, Android Auto and more. (Photo: Honda)
Plenty of Honda Genuine Accessories will also be available for the new Passport, many of which were shown off in the photos provided for this overview. Included are various sizes of roof storage boxes, a roof basket, plus roof-mounted bike, kayak and ski/snowboard racks, while Passport owners can also protect the cargo area with hard plastic floor, side, and seatback covers. Additionally, the storage area under the load floor can be sectioned off with individual, removable, washable bins.
Honda’s new infotainment interface is one of the most intuitive in the industry. (Photo: Honda)
Honda will also be offering a number of cosmetic upgrades including a coloured graphics package, undercarriage welcome lights, and illuminated doorsills, while two accessory packages will be available as well, including The Adventure Package that adds fender flares, running boards, a trailer hitch, and more, plus The Urban Package featuring unique 20-inch alloy wheels, front and rear underbody spoilers, roof rails with crossbars, and the just noted cargo storage bins. Again, we’ll need to wait until Honda Canada reveals our Canadian-spec Passport before confirming everything on this list, but we can be certain that some, if not all of these items will be available here.
As noted earlier, a key reason for stepping up into a mid-size five-occupant SUV over a compact one like the CR-V is increased interior volume, so along with more passenger volume front to back the new Passport provides 368 litres (13.0 cubic feet) of additional passenger volume over its smaller sibling, its 3,282 litres (115.9 cu ft) ahead of the rear seatbacks resulting in segment-leading status, while the Passport’s 4,448 litres (157.1 cu ft) of overall interior volume is also best-in-class.
The Passport delivers best-in-segment cargo capacity. (Photo: Honda)
The Passport continues to lead the class when it comes to cargo hauling too, with 1,166 litres (41.2 cu ft) of luggage space behind the rear seats and 2,206 litres (77.9 cu ft) with the rear row lowered, which is also 56 litres (2.0 cu ft) more cargo space than the CR-V offers in the very back, and 60 litres (2.1 cu ft) more overall. Like with the CR-V, the Passport’s 60/40-split rear seatbacks fold automatically via releases in the cargo area, but the larger SUV uses electric buttons instead of levers, while the Passport also provides a reversible cargo floor that swaps out the carpeting for an easily maintained hard plastic surface.
Roomiest-in-class underfloor storage can be upgraded with accessory bins. (Photo: Honda)
Another segment-leading bonus is underfloor storage, which measures 71 litres (2.5 cu ft) on its own and can be accessorized as noted earlier.
Stowage in mind, all Passport trims feature a large centre console bin between front occupants, while its roll top cover doubles as a handy tray when closed. There’s more centre console storage ahead of the gear selector, while the door panels provide even more places to put things.
Honda promises “high-quality interior appointments” including “generous use of soft-touch surfaces on the dash and doors,” plus “attractive and durable” fabric upholstery in the base Sport model and optional perforated leather with EX-L, Touring and Elite trims.
Roomiest-in-class underfloor storage can be upgraded with accessory bins. (Photo: Honda)
After all is said and done, no one should discount the role styling plays in automotive decision-making, and fortunately the Passport benefits from the new 2019 Pilot’s design influence. The latter is better looking than previous generations and the new Passport is arguably more so, thanks to a taller more 4×4-capable looking stance and sporty matte black used for the grille, headlights, bumpers, and wheels, plus glossy black trim in key areas, sharp looking LED headlight accents, unique floating C-pillars, and sporty chrome dual exhaust outlets. Each trim will get exclusive alloy wheel designs too, but so far there’s no word about Honda replacing some of the scratch-resistant blackened trim with dressier body-colour paint and satin-silver or chrome for a city-slicker version, but something similar makes sense for a future base model as well as alternative high-end trims.
The new Passport is a different kind of crossover SUV for Honda, and could open up a much more adventurous future for the brand. (Photo: Honda)
All in all it appears Honda has a winner on its hands, particularly because it targets the more popular five-passenger mid-size SUV market segment with an attractive, roomy, well-equipped entry sporting above-average performance and no shortage of high-tech features. Its rugged styling and off-road capability make certain the Passport targets a different kind of customer than the smaller CR-V, and truly opens up opportunity for a more rugged Ridgeline and other more adventuresome products in the future. Hopefully this new Honda swagger is a sign of things to come.
Now, make sure to check out the photo gallery above and watch the following short video that was released as part of the Passport’s Los Angeles Auto Show launch event:
Introducing the All-new 2019 Honda Passport (0:54):
When Audi’s Q3 showed up on the Canadian subcompact luxury SUV scene in 2014 for the 2015 model year it was already old news in other parts of the world. It had originally launched as a 2012 model in…
Audi will introduce an entirely new second-generation Q3 subcompact luxury SUV next spring, and it looks much more upscale than the outgoing version. (Photo: Audi)
When Audi’s Q3 showed up on the Canadian subcompact luxury SUV scene in 2014 for the 2015 model year it was already old news in other parts of the world. It had originally launched as a 2012 model in Europe, so the heavily refreshed 2016 version that soon replaced the first-generation Q3 was a complete surprise for many when it arrived in late 2015.
That mid-cycle update ushered in a new look for Audi SUVs on the whole. Its equiangular hexagonal singleframe grille grew broader and more sharply edged, with new satin-silver exterior trim for a more sophisticated look. Its headlamps received some subtle revisions too, while a new aluminum hood with reworked sculpting sat overtop, and the lower apron received some minor updates too, depending on trim. Other small updates to the rocker panels and rear bumper cap let aficionados know which model they were looking at no matter the direction of view, but for the rest of us it was the grille up front that made the 2016 Q3 look entirely new.
The new Q3 will once again be offered with an S line exterior package, and it looks even more dramatic than the previous generation. (Photo: Audi)
Now, three more years into what is effectively a seven-year model run has the current Q3 showing its age, so this completely redesigned second-generation Q3 will be a much needed breath of fresh air for Audi retailers and fans of the little utility, many of which have been patiently waiting for a redo before upgrading.
Audi introduced the new and improved 2019 Q3 online over the summer and in the metal at the Paris Motor Show last month, and it’s expected to go on sale during the second quarter of next year. Larger than its predecessor and therefore getting closer to true compact status, the new Q3 rides on parent company Volkswagen group’s MQB platform architecture that also underpins the namesake brand’s much improved Tiguan.
The 2019 Q3 is considerably larger than the current model. (Photo: Audi)
To put it in perspective, with a 4,485-mm (176.6-inch) overall length the new 2019 Q3 is 97 mm (3.8 inches) longer than the outgoing model from nose to tail, with a 77-mm (3.0-inch) longer wheelbase that now measures 2,680 mm (105.5 inches). It’s also gained 25 mm (an inch) in width, now spanning 1,856 mm (73.1 inches) from side-to-side, while the new model’s 1,585-mm (62.4-inch) height means that it’s shrunk by 5 mm (0.2 inches) compared to the old Q3.
Sidle the new Q3 next to the new Tiguan and you’ll find it’s almost identical in length and wheelbase, albeit only when compared against the short-wheelbase VW offered in Europe. The long-wheelbase version we get here is a significant 227 mm (8.9 inches) longer than the new Q3, with 111 mm (4.4 inches) more distance between the axles, but the Q3 is 17 mm (0.7 inches) wider and interestingly 88 mm (3.4 inches) lower overall. This should give the Q3 a sportier stance, thus leaving the Tiguan to more practical utility duties.
Performance should be much stronger thanks to a new optional 230-hp 2.0L turbo engine and a more advanced 8-speed automatic. (Photo: Audi)
Of course, Q3 buyers wouldn’t normally be shopping the little Audi against the Tiguan or any other mainstream volume branded SUV, but instead other subcompact luxury SUVs, but how has its increased size placed it amongst its premium peers? The list of subcompact luxury SUVs is long and ever-increasing, with longstanding models like BMW’s X1, Mercedes-Benz’ GLA, Range Rover’s Evoque and Mini’s Countryman more recently joined by Infiniti’s QX30, Jaguar’s E-Pace and Volvo’s XC40, with Lexus’ new UX getting ready to enter the fray next year and Acura recently teasing North American buyers with its China-only CDX. Without going into too much detail, the new Q3 is currently the longest in its class, but will soon be outflanked by the new UX. Its right in the middle with respect to wheelbase length and width, however, while its roofline is lower than class average.
The new Q3’s longer wheelbase, wider track and newer chassis architecture should provide for better handling and improved high-speed stability. (Photo: Audi)
So Audi has taken one of the smaller utilities in the class and made it one of the largest, and therefore potentially opened the door to a future Q1. Rather than climb down that rabbit hole, more Canadians will be happier to know the new Q3 has grown as much inside as it has outwardly. For instance, the longer wheelbase translates into more rear legroom, while the rear seats are capable of moving a full 150 mm (5.9 inches) back and forth. What’s more, the rear bench is now fully split in the most convenient 40/20/40 configuration, instead of just 60/40 with a centre pass-through like the previous model. This means there’s more space down the middle to fit longer items like skis when the rear outboard seats are in use, and those rear backrests are even more comfortable thanks to a recline function that can be tilted in seven increments.
Even Q3 trims without the S line exterior package deliver a lot more visual presence than the outgoing model. (Photo: Audi)
Back to those skis, you might be able to fit the kids’ boards diagonally in the back thanks to 57 more litres of cargo space behind the rear seatbacks, the new total amounting to 530 litres (18.7 cubic feet), while 160 additional litres of gear-toting room can be had when the rear seatbacks are laid flat for a new maximum of 1,525 litres (53.9 cubic feet). Aiding flexibility, a new removable loading floor can be repositioned in three levels, while the parcel shelf can be stowed beneath the floor when not in use. Lastly, a powered liftgate with “kicking motion” gesture control access is optional.
The new eight-sided singleframe grille pulls design cues from the Q8. (Photo: Audi)
Audi hasn’t revealed standard and optional Canadian-specification information yet, but they have announced that a 10.25-inch version of their Audi Virtual Cockpit will be standard across the line in all markets, which will be a big bonus being that similar digital primary gauge clusters are normally pricey options if available from the competition at all—currently the Volvo XC40 is the only rival to offer one as standard kit. As per usual it operates via steering wheel controls, while when upgrading to a higher trim grade featuring optional MMI navigation plus the Virtual Cockpit comes in a larger 12.3-inch form that allows digital mapping, plus other functions, to appear larger in the more configurable multi-information portion of the display, between the speedometer and tachometer. The optional display also includes three different views, featuring new performance graphics that Audi promises to be “particularly sporty”.
The exterior detailing is exquisite, and Matrix LED headlamps, complete with sequential turn signals, give off a jewel-like brilliance. (Photo: Audi)
An attractive high-gloss black MMI Touch display with a sophisticated glass-look surround can be found just to the right of the driver within the horizontally designed centre stack that, together with the climate controls just below, is tilted 10 degrees toward the driver. Audi claims its all-new MMI Touch Response infotainment system, which no longer uses a separate controller on the lower console and therefore is more tablet-like in operation, has an “intuitive operating concept” featuring a “flat menu structure” that’s “supplemented by natural-language voice control.”
In fact, the Q3’s new voice control is said to understand “freely structured wording,” which means it should respond to voice prompts like a modern-day smartphone. According to Audi, the dialog manager can even ask questions if required, plus it “allows corrections, offers choices and defers to the speaker when interrupted.” Now if Audi could only make the front seat passenger so cooperative.
The LED taillights include the same trademark sequential turn signals for a cohesive look from front to back. (Photo: Audi)
Additionally, top-tier Q3 trims get an infotainment system with new LTE Advanced standard connectivity featuring a Wi-Fi hotspot, while the navigation interface remembers preferences from previous journeys and then provides possible route suggestions. Audi connect also uses real-time traffic information when guiding via navigation, while point-of-interest searches plus parking space and filling station info appears directly in the map.
Regarding the search for that illusive parking spot, the new Q3 actually uses swarm intelligence to forecast the availability of roadside parking spaces, plus it also provides info on road hazards and speed limits.
The Q3’s interior provides a high level of style and materials quality, even including suede-like Alcantara on key surfaces. (Photo: Audi)
Additional options will include Google Earth and hybrid radio, which automatically switches between FM, DAB and online streaming to provide the best reception possible.
What’s more, the myAudi app lets you to connect your smartphone to the Q3, so you can transfer your schedule via a calendar app and any pre-organized navigation routes to the car’s MMI infotainment system, or even locate where your Q3 is parked.
Speaking of phone connectivity, the Audi phone box inductively charges the owner’s smartphone through the Q3’s antenna, while the Audi smartphone interface lets said smartphones link to the MMI display via Apple CarPlay or Android Auto.
Of course, Bluetooth phone connectivity with audio streaming will come standard, but you’ll need to pay extra for the top-line Bang & Olufsen premium audio system that provides three-dimensional virtual sound via 15 speakers including a subwoofer.
A 10.25-inch Audi Virtual Cockpit comes standard, but this larger 12.3-inch version is optional. (Photo: Audi)
Technologies that aid driving may be appreciated even more by Q3 owners, such as advanced forward collision warning with autonomous emergency braking, and available adaptive cruise assist that combines the functions of adaptive speed assist, low speed traffic jam assist and active lane assist together in one. Audi claims that adaptive cruise assist helps with longitudinal and lateral control to particularly improve “comfort on long journeys.”
What’s more, the Q3’s four 360-degree cameras, which display on the infotainment touchscreen, make it easier to manoeuver in tight surroundings like parking lots. Even better, when using the available park assist semi-autonomous parking system the Q3’s driver only needs to watch the proceedings on the screen while shifting into the correct gear, applying the throttle, and stepping on the brake when necessary, while the car automatically steers itself in and out of parking spaces. Audi also offers cross traffic assist to warn of oncoming vehicles when reversing out of a parking space, while lane change warning is also part of this suite of safety features.
The centre stack is beautifully laid out and appears made from high-quality materials. (Photo: Audi)
Along with interior styling that’s much more dramatic, delivering a true sense of occasion even in this more price-sensitive entry-level luxury class, not to mention interior fit, finish and materials quality that should be a considerable upgrade over the previous Q3, especially if we receive the same two-tone suede-like Alcantara dash, armrest and seat trim being offered to Europeans, Audi also promises an ergonomically designed cabin, which is a claim that’s certainly consistent with its latest offerings. This means that “all displays, buttons and controls” are within easy reach and logically laid out for intuitive operation, while the steering wheel is “steeply angled” to coincide with the “sporty”, albeit “comfortable” driver’s seat.
The large MMI infotainment interface no longer includes console-mounted controls, but only works via tablet-like touchscreen gestures. (Photo: Audi)
The outgoing Q3’s driver’s seat delivered a nicely raised view to the road ahead with good visibility all-round, important being that the sense of control that comes as part of this commanding driving position is a key reason that SUVs have become so popular. The new model will continue with its similarly raised profile, while also providing some very real performance improvements to enhance the overall driving experience.
This will be critical to the new Q3’s success, being that a weakness of the outgoing model was its one-size-fits-all 2.0-litre turbocharged powertrain that made 200 horsepower and 207 lb-ft of torque. Such output is quite reasonable for a base engine, yet when put up against some of its competitors’ upgraded powerplant options it was a tad underwhelming. Therefore, the Canadian-spec Q3 will be available with a new 2.0-litre turbocharged and direct injected four-cylinder making 190 horsepower and 236 lb-ft of torque in base trim, while a new 230 horsepower variant of the same four-cylinder engine with 258 lb-ft of torque will also be available.
Audi offers three transmissions in Europe, but we’ll probably only get the eight-speed automatic here in Canada. (Photo: Audi)
Likewise, six-speed manual, “fast-shifting” seven-speed dual-clutch S tronic automated, and eight-speed automatic transmissions will be on offer, but likely only the latter, which adds two more gears over the outgoing Q3’s six-speed Tiptronic automatic, will make it here, with permanent Haldex-type Quattro all-wheel drive as standard equipment, a marked change from the outgoing Q3 that offered Quattro as an upgrade to a base FWD layout. Audi says the Q3’s new hill descent control will maintain a preset speed on steep downhill gradients by simply pushing a button, which should aid the model’s off-road capability.
Back on the street, the new Q3 will sport an upgraded Audi drive select with a total of six profiles, from “markedly comfortable, highly efficient through to out-and-out sporty.” Audi drive select can also enhance the suspension with adjustable damper control when equipped, which uses sensors to “measure the movements of all four wheels as well as the vehicle’s lateral and longitudinal acceleration,” before automatically making adjustments.
Rear seat roominess should be much improved thanks to a longer wheelbase. (Photo: Audi)
Alternatively, the S line exterior package includes a sport suspension that provides more progressive steering tuning with a more direct feel via increased steering angle, while it firms up the Q3’s springs and dampers too. Previously, steering wheel-mounted paddle shifters were also added as part of the upgraded sport package, but we’ll need to wait and see what Audi has in store for our Canadian-spec model.
We also won’t know about the 2019 Q3’s fuel economy until closer to its arrival, but if it’s anywhere close to the current model’s 11.9 L/100km city, 8.4 highway and 10.3 combined AWD rating, it will be very competitive.
The new 2019 Q3 should find a lot of entry-level luxury SUV buyers when it arrives next spring. (Photo: Audi)
Lastly, the new model is arguably better looking too, with its most striking feature a new equiangular octagon grille, adding two more sides to Audi’s now trademark singleframe design. We first saw this with the new Q8 four-door crossover/coupe, and it’s also appeared in various Q2, Q4 and Q6 renderings and concepts, so we can feel pretty confident it’s the new face of Audi SUVs, at least. All of the new cars still feature versions of the now classic six-sided grille, albeit featuring sharper edging with each new model, but this new ovoid look is appealing within the brand’s crossover SUV lineup, giving the Q3 distinctive character.
The new grille gets divided up with vertical bars and large air inlets, the look made more dramatic when opting for the aforementioned S line exterior package that brightens the vertical strakes with aluminized highlights, or alternatively with available glossy black and dark grey trim. Moving up to the S line also enhances the lower front fascia with unique floating satin-silver detailing within deeper cut corner vents, and then pulls the brightwork inward with a horizontal metallic strip. There’s much more to the S line exterior package than that, making it a good choice for those who want their Q3 to stand out in the subcompact luxury SUV crowd.
Depending on trim, the Q3’s narrow headlamps can be fitted with one of three lighting sources, topped off with Matrix LED technology and adaptive high beams.
We’ll know more about all of these details when the 2019 Audi Q3 goes on sale next year, but until then enjoy our photo gallery above and video below.
Audi 2019 Q3 Defined: Design (3:04):
Not long ago the only way you could’ve purchased advanced driver assist systems would have been by upgrading to an expensive luxury brand, but future-think features like autonomous emergency braking,…
Rear Automatic Braking is one of six advanced systems included in the Nissan Safety Shield 360 suite of advanced driver assist systems. (Photo: Nissan)
Not long ago the only way you could’ve purchased advanced driver assist systems would have been by upgrading to an expensive luxury brand, but future-think features like autonomous emergency braking, lane keeping assist, semi-autonomous self parking, and even self-driving capability are now the stuff of mainstream volume brands, with Nissan being at the forefront of the technology curve.
Rather than merely include them as new features, the Japanese brand has decided to combine six of the most important active safety and driver-assist technologies into a new suite dubbed Nissan Safety Shield 360, and what’s more they’ll provide the package as standard equipment with all of their top-selling models by 2021. This means that more than one million vehicles will be upgraded with new Nissan Safety Shield 360 annually.
The 2019 Nissan Altima will be one of the first vehicles to highlight Safety Shield 360 features. (Photo: Nissan)
Nissan Safety Shield 360, which earns its name by providing front, side and rear sensing technologies, will include Intelligent Emergency Braking with Pedestrian Detection, Lane Departure Warning, Blind Spot Warning, Rear Cross Traffic Alert, Rear Intelligent Emergency Braking, and High Beam Assist.
“Our philosophy is to bring Nissan Intelligent Mobility technologies to market in our most popular and affordable vehicles,” said Denis Le Vot, chairman, Nissan North America. “Safety Shield 360 combines six advanced systems to give models like Altima and Rogue a class-leading package of technologies that can improve safety and the overall driving experience for Nissan owners.”
The 2018 Rogue was one of the first Nissans to offer ProPilot Assist self-driving capability, and will include many Safety Shield 360 features for 2019. (Photo: Nissan)
The U.S. Insurance Institute for Highway Safety (IIHS) claims that Rear Cross Traffic Alert reduces accidents by 22 percent, while the results improve to a 42 percent reduction in crashes when combined with a backup camera and parking sensors. Additionally, accidents are reduced by 78 percent when Rear Emergency Braking is added to the mix, so it’s clear that making these technologies available to more new car owners is of critical importance.
As the program rolls out, Nissan Safety Shield 360 technologies will be made available with the 2019 Rogue compact SUV as well as the entirely new 2019 Altima mid-size sedan, both available now. The 2019 Rogue starts at $26,798 plus freight and fees, while the 2019 Altima can be had for $27,998 (check CarCostCanada for all 2019 Rogue and 2019 Altima features, trims and prices, plus you can get dealer invoice pricing and rebate info that could save you thousands).
ProPilot Assist made its North American debut on the 2018 Rogue. (Photo: Nissan)
Of note, Nissan was one of the first automakers to offer semi-autonomous self-driving capability in its production cars. Introduced with the 2018 Rogue and the 2018 Leaf EV, ProPilot Assist takes over the majority of driving duties, including acceleration, steering and braking inputs when driving in a single lane on the highway. The driver is only required to regularly touch the steering wheel, yet it helps to reduce a driver’s workload by maintaining a set vehicle speed and distance to the vehicle ahead, keeping the car centered within a chosen lane, and easing stop-and-go traffic.
Nissan claims that ProPilot Assist is the foundation for a future of fully automated vehicles, and making the Nissan Safety Shield 360 suite of advanced driver assist technologies available to key models within its lineup certainly furthers that goal.
This isn’t the first time a street-legal Porsche broke a lap record on the famed Nürburgring-Norschleife, and we’re pretty sure it won’t be the last either. Back in April of this year we reported…
This Porsche 911 GT2 RS MR, specially tuned by Manthey-Racing, just became the fastest street-legal car to lap the Nürburgring-Norschleife at just 6:40:33. (Photo: Porsche)
This isn’t the first time a street-legal Porsche broke a lap record on the famed Nürburgring-Norschleife, and we’re pretty sure it won’t be the last either.
Back in April of this year we reported on the amazing new Porsche 911 GT3 RS breaking the seven-minute mark with a time of 6:56.40, but on Thursday, October 25 it was the even more formidable GT2 RS MR lapping the 20.6-km (12.8-mi) circuit in a mere 6:40.33 minutes, knocking 6.95 seconds off the September 2017 lap time of the non-MR tuned GT2 RS.
Lars Kern, the 31-year-old development engineer and race driver who first piloted the 911 GT2 RS to its now broken record, was once again at the wheel, which makes this most recent result a more accurate representation of the two cars’ performance thanks to taking some driver discrepancy out of the equation.
The 911 GT2 RS produces an incredible 700 hp, making it the most powerful and fastest production 911 of all time. (Photo: Porsche)
“The drive was great fun,” said Kern, who is very familiar with the ‘Ring’ due to plenty of test drivers, record runs and VLN races. “The balance of the car is also very good with the new package. I did not have to take any great risks to be fast. But I only had one attempt because it was already getting dark. It worked out first time though.”
Both 911 GT2 RS models produce the same incredible 700 horsepower, making this model the most powerful and fastest production 911 of all time, but the MR was set up by Manthey-Racing specifically for tackling the Nürburgring-Norschleife, and the 160-plus strong motorsports team knows a lot about shaving seconds from the popular German racetrack near the Belgian border.
“We are very proud,” said Manthey-Racing CEO Nicolas Raeder. “It was a great challenge to make the already tremendously fast Porsche 911 GT2 RS even faster.”
Of course, conditions were dry, allowing Kern to make the most of his record lap run. Esso supplied the fuel, while the only major modification made to the car was the addition of a racing-spec driver’s seat that can be ordered from Manthey-Racing if choosing to upgrade to their GT2 RS MR club sport and track day special. According to Porsche the seat was only fitted to alleviate safety concerns, and didn’t subtract any weight from the stock GT2 RS.
The 911 GT2 RS MR was set up by Manthey-Racing specifically for tackling the Nürburgring-Norschleife. (Photo: Porsche)
“We kept our eye on the weather all day and thought hard about whether such a drive was possible. We would not have taken any risks if it was raining or if the track was slightly damp,” says Dr. Frank-Steffen Walliser, Head of Motorsport and GT Cars.
Of note, the otherwise stock 911 GT2 RS featured Manthey-Racing’s new performance kit that includes minor chassis and aerodynamics modifications. Thanks to being set up specifically for the Nürburgring-Norschleife circuit’s characteristics, this MR-specified model became the fastest road-legal vehicle to ever lap ‘The Green Hell’ track.
“In this test drive, we simply wanted to assess the potential of the vehicle once more,” added Walliser. “The result is quite impressive. It really is a fabulous time. This shows again very clearly the exciting possibilities of this sports car.”
The record-setting car was driven by 31-year-old Lars Kern, who also set the previous 911 GT2 RS record last year. (Photo: Porsche/Gruppe C Photography)
The stock GT2 RS, which debuted in June 2017 at the Goodwood Festival of Speed in West Sussex, England, uses a twin-turbo 3.8-litre version of Porsche’s legendary horizontally opposed six-cylinder engine to make 700 horsepower at a lofty 7,000 rpm (that’s an astonishing 184.2 horsepower per litre) and 553 lb-ft from 2,500 to 4,500 rpm.
Thanks in part to weighing just 1,470 kilograms (3,241 pounds) the rear-wheel drive GT2 RS is capable of sprinting from standstill to 100km/h in a shocking 2.8 seconds, can achieve in-gear acceleration from 80 to 120 km/h in just 1.5 seconds, and attain a top speed of 340 km/h (211.2 mph). Amazingly, this road-going production GT2 RS is capable of a very reasonable 15.4 L/100km in the city, 11.3 on the highway and 13.5 combined, important for a car that also gets used for endurance racing.
The new Porsche 911 GT2 RS is now available from $334,000 (see all 2018 Porsche 911 pricing including the 911 GT2 RS at CarCostCanada, plus access money saving rebate info and dealer invoice pricing that could save you thousands).
Before you go, make sure to check out our photo gallery as well as some incredible video footage of the entire record-setting lap from within the 911 GT2 RS MR cockpit:
New record: 911 GT2 RS MR laps the Nürburgring Norschleife in 6:40.3 minutes. (7:14):
Anyone familiar with the new Nissan Titan already knows it’s one seriously capable full-size truck, which makes it ideal for extreme service duty. Starting with a 2018 Titan XD Diesel Midnight Edition…
Based on a 2018 Titan XD Diesel Midnight Edition Crew Cab, Nissan transformed into a mobile response unit and then donated to the Red Cross. (Photo: Nissan)
Anyone familiar with the new Nissan Titan already knows it’s one seriously capable full-size truck, which makes it ideal for extreme service duty.
Starting with a 2018 Titan XD Diesel Midnight Edition Crew Cab, complete with Cummins’ formidable 5.0-litre V8 Turbo Diesel featuring 310 horsepower and 555 lb-ft of torque, Nissan created a purpose-built, one-off “Ultimate Service Titan” mobile command centre for the Red Cross non-profit disaster-relief organization.
The special project truck was presented to the American Red Cross of South Florida at the 2018 Miami International Auto Show (MIAS) last month, as part of Nissan’s Calling All Titans service vehicle campaign that has already seen vehicles donated to Habitat for Humanity and the National Parks Service.
The Ultimate Service Titan has been lengthened and fitted with a completely customized box section. (Photo: Nissan)
Some of the custom work that transformed the stock truck into a go-anywhere rescue vehicle included lengthening the ladder frame, increasing ground clearance with a factory-authorized ICON 3.0-inch lift kit, adding an airbag suspension-leveling system, upgrading the sway bar, equipping it with special ICON wheels wrapped in Nitto Ridge Grappler tires, adding body armour including an Addictive Desert Designs stealth bumper, providing a Warn Zeon Platinum 12S winch to aid rescue efforts including the removal of debris, enhancing lighting with a bevy of Baja Designs LEDs, upgrading the fuel tank to 284 litres, and more.
The one-of-a-kind Titan is fitted with all the types of features a Red Cross rescue operation would need. (Photo: Nissan)
The rear box and bed were removed as well, and replaced with a command centre and shelter designed by B&S Customizing. The rear quarters incorporate “all the necessities for work and rest,” says Nissan, including an emergency response bed for administering medical assistance, storage racks, first aid supplies, a SnoMaster refrigerator for storing blood, a desk, a mobile kitchen with a stove, microwave and sink, a dining area, and a couch that provides an area for workers and volunteers to recuperate between shifts. Additionally, Nissan included built-in Wi-Fi, an upgraded navigation system, a wireless charging station, and a solar generator that ensures all onboard electronics can be kept in use even when access to the grid isn’t possible.
This table and sitting area converts into a bed, while the walls are filled with all types of amenities. (Photo: Nissan)
“Built on the foundation of a rugged Titan XD Diesel – and with aftermarket accessories from some of the most reputable companies in the industry – the Ultimate Service Titan ensures that titans of the community are able to get anywhere, at any time, with the tools they need to get the job done,” said Fred DePerez, vice president of Nissan’s truck division.
The Ultimate Service Titan is serving in Florida, so there’s a chance Canadian Snowbirds might see it pass by, or even find themselves receiving aid from this impressive off-roader. (Photo: Nissan)
As a bit of a backgrounder, Nissan pledged $1 million USD in donations to each of its three Calling All Nissans strategic partner organizations. Depending on requirements the donations may be in cash or a combination of cash and Titan trucks. Thus far, Nissan and the Red Cross have collectively raised more than $2.5 million for the program.
Of note, the 2018 Titan is available from as low as $36,498 for the regular half-ton or $47,998 for the heavy-duty Titan XD with a 5.6-litre V8 gasoline engine and $55,498 for the same model with the Diesel. Additionally, the new 2019 Titan that will soon be available features some key updates including a larger standard touchscreen with Apple CarPlay and Android Auto, plus a new optional 12-speaker Fender audio system.
This Ultimate Service Titan will assist the Red Cross in a variety of duties including blood drives and emergency care, and being that it resides in Florida may even be responsible for saving the lives of Canadian snowbirds.
