Just in case Porsche’s new 2022 718 Cayman GT4 RS isn’t intense enough for you, a new Clubsport model adds a handy helping of track-ready components after almost completely gutting the interior, resulting…
Porsche’s 2022 718 Cayman GT4 RS and new Clubsport model (left) are perfect track warriors for your next Sunday afternoon autocross session.
Just in case Porsche’s new 2022 718 Cayman GT4 RS isn’t intense enough for you, a new Clubsport model adds a handy helping of track-ready components after almost completely gutting the interior, resulting in one of the most enticing OEM race cars the auto industry has ever produced.
Let’s face it. The 718 Cayman GT4 RS is already one of the best road-going performance cars available, thanks to a lightweight mid-engine layout, plenty of 911 components, and a 4.0-litre horizontally opposed six pulled from the fabulous GT3 RS, this mill good for a sensational 500 horsepower and 343 pound-feet of torque. The engines spins to a stratospheric 9,000 rpm, makes peak thrust at 8,300 rpm, maximum twist at 6,000 rpm, and comes with a special six-speed manual transmission that’s said to be pure bliss to shift.
The Clubsport’s huge rear wing is adjustable, just like most other track-ready components that make it an out-of-the-box force to be reckoned with.
The new Clubsport version does away with the DIY gearbox, however, substituting it for a quicker shifting seven-speed dual-clutch PDK with paddles, which is more ideally suited for track use, while additional racecourse-ready performance parts include a gargantuan swan-neck rear wing that teams can adjust for optimized downforce or increased straight-line speed, while under this special Cayman are two-way adjustable shocks as well as a set of anti-roll bars that can be tweaked individually too. Likewise, the Clubsport’s ride height, toe, and camber can also be adjusted as required, plus teams can opt for one of three pre-set spring rates with either the front or rear axle.
Clamping down on velocity, performance calipers bite into sizeable 15.0-inch front rotors that are actually cooled by the big NACA vents atop the 718 Cayman GT4 RS Clubsport’s hood, while enhancing braking control and handling further is race-tuned stability control system.
As cool as the Clubsport is, most of us would be much happier at the wheel of a regular 2022 Porsche 718 Cayman GT4 RS.
A quick peek inside shows an interior devoid of the types of leather, microsuede, carbon fibre and electronics normally found in a 718 Cayman GT4 RS, instead replaced by white painted metal for most surfaces, along with a welded-in roll cage, one sole Recaro driver’s seat with a six-point racing harness, and a fire extinguisher. The Clubsport gets a built-in air-jack too, while an optional 138.2-litre (30.4-gal) fuel cell can be included for longer races.
All added up, it only makes sense that removing the high-end hides, metals and electronics should decrease the price, right? Hardly. In fact, all the Clubsport fittings nearly double the window sticker, from a base of $160,600 for the 2022 718 Cayman GT4 RS, to $229,000 USD, or approximately $293,400 CAD for the race-spec version.
The new Clubsport is nevertheless considered a good value within racing circles, however, something you’ll know all too well if you’re actually considering buying one. Everyone else would be better served behind the leather-wrapped wheel of a regular 718 Cayman GT4 RS, and currently Porsche is offering factory leasing and financing rates from zero percent, while CarCostCanada members are saving an average of $1,000 off of retail. Check out how the CarCostCanada system works, and remember to download their free app from the Google Play Store or Apple Store.
The new 718 Cayman GT4 RS Clubsport (12:18):
Story credits: Trevor Hofmann
Photo credits: Porsche
The future is here, or at least Porsche wants us to know they’ve got our electric recharging needs covered when it comes time for us to invest in a new EV. The German performance marque has been doing…
Together with a highly modified DeLorean sports car, Porsche reminds us that we can also go back to the future thanks to 1.21 gigawatts of fast-charging Electrify America stations.
The future is here, or at least Porsche wants us to know they’ve got our electric recharging needs covered when it comes time for us to invest in a new EV.
The German performance marque has been doing well with their new Taycan four-door coupe and Taycan Cross Turismo five-door crossover, even outpacing sales of Tesla’s competitive Model S in Canada this year, with 576 units sold compared to 452 for the American electric brand, so therefore promoting its recharging network only makes sense.
In the case of Electrify America, which is connected to Porsche’s U.S. operations via VW Group ownership south of the 49th, your personal benefit may only be realized during weekend excursions across the border or the occasional extended road trip in the same direction.
Either way, when Electrify America’s combined capability with its affiliated European network (Ionity, a collaborative effort between BMW, Daimler, Ford and the VW) is tallied up, more than 1.21 gigawatts of fast-charging power is made available to Taycan owners, meaning you’ll be able to get where you want to go easier and faster than ever while traveling in the U.S.
Porsche Taycan features an 800-volt electric system capable of being recharged from 5 to 80 percent in just 22 minutes.
Commemorating this achievement, Porsche produced a humourous short video starring the ultra-modified DeLorean sports car from 1985’s “Back to the Future” film (watch it below). Those familiar with the classic comedy might remember a young Michael J. Fox (Marty McFly) playing a video tape of an older Christopher Lloyd (Emmett “Doc” Brown) explaining that he’d need 1.21 gigawatts of power to send the DeLorean back through time, at which point a younger mid-50s-era Doc expressed bewilderment (over and over) that it would take “1.21 gigawatts!” of power to achieve such a feat (enjoy a YouTube video of the scene below).
The two companies make up the largest DC fast charging networks in the U.S. and Europe respectively, with 670 stations to Electrify America’s credit, and 372 location under the Ionity banner (so far).
The Taycan is available in four-door coupe and five-door Cross Turismo body styles.
DC fast charging is the best way to refuel your Taycan, being that the 800-volt super-EV only requires 22 minutes to replenish its battery from five to 80 percent. Thanks to the Taycan’s 270-kW charging speed, you’ll spend “less time spent charging and more time traveling,” claimed Porsche in a press release.
Additionally, the Taycan’s Plug-and-Charge system, which Porsche jokingly stated is “second only to Mr. Fusion for convenience,” all you need to do is plug it in for charging to begin automatically. Better yet, Taycan owners receive “30 minutes of free charging for the first three years of ownership” at Electrify America locations. Porsche claims that it’s easy to locate recharging stations too, thanks to a “Charging Planner” featured within the Taycan’s Porsche Communication Management (PCM) infotainment system.
Porsche earned over 20,000 Taycan buyers worldwide in 2020, while even better, the sport-oriented automaker had already sold 19,822 of its ultra-quick EVs by Q2 of 2021. With sales growth like that, a growing network of fast chargers will be a necessity.
The Porsche Taycan x Back to the Future (1:00):
1.21 Gigawatts – Back to the Future (6/10) Movie CLIP (1985) HD (3:15):
With an automotive world shifting away from gasoline- and diesel-powered internal combustion engines, and toward battery electric or other types of alternative fuels like hydrogen, plus major FIA-sanctioned…
For an EV, Porsche’s Mission R Concept has a lot of ducts.
With an automotive world shifting away from gasoline- and diesel-powered internal combustion engines, and toward battery electric or other types of alternative fuels like hydrogen, plus major FIA-sanctioned motorsport series, such as Formula One, its Formula E offshoot, and sports car prototypes competing in the World Endurance Championship, utilizing various degrees of hybrid to full-EV powertrains, it was only a matter of time before Porsche, one of the globe’s leaders in customer racing car production, started looking at electrifying on a smaller scale.
Enter the Mission R Concept, a very real prototype of a possible future customer racing car that just might end up filling the well-worn shoes of Porsche’s 718 Cayman, which, along with the 718 Boxster and venerable 911, have become ideal track cars for “one-make” spec series, such as the Porsche Supercup that supports F1, and a Cayman GT4 Clubsport-spec series that ran ahead of the British Touring Car Championship (BTCC) and British GT series in 2019.
The Mission R Concept is built around an exposed carbon-fibre composite exoskeleton.
Certainly, something along the lines of the Mission R Concept could support any one of the just-noted motorsport events, especially now that Porsche is rumoured to be interested in powering the next-generation of F1 cars, although it’s more likely the new model would support Formula E, in which the German performance brand currently competes with its TAG Heuer Porsche Formula E Team.
The Mission R Concept casts a similarly sized shadow as the 718 Cayman too, other than being slightly wider and significantly lower than the road-going model. It’s not a mid-engine sports car either, instead incorporating an electric motor at each end to provide equal balance and all-wheel drive. These receive power from a 80.0-kWh battery, the resultant energy combining for a maximum of 429 horsepower at the front axle and 644 at the rear. To save you the trouble of calculating in your head, that’s 1,073 horsepower, albeit this lofty number is only available in Qualifying mode, with Race mode “only” providing 671 horsepower.
The Mission R’s active rear wing incorporates a Drag Reduction System (DRS) that opens to minimize drag on straights.
According to Porsche, the Mission R Concept can maintain race pace for 30 to 45 minutes, depending on many variables including track battles, while it’ll actually beat one of today’s F1 cars off the line, the svelte newcomer capable of sprinting from standstill to 100 km/h in just 2.5 seconds, compared to 2.6 seconds for the open-wheel racer, not to mention 2.8 seconds for a Formula E car.
It had better be careful not to embarrass the latter open-wheel car on its own turf, either, because the Mission R’s top track speed exceeds a Formula E car’s 280 km/h (174 mph) capability with a terminal velocity of 299 km/h (186 mph)—F1 doesn’t need to worry about being upstaged, however, with the fastest on the grid capable of speeds upwards of 360 km/h (224 mph). Porsche also claims the Mission R Concept can match one of today’s 911 GT3 Cup cars on a road course, so it’s easily up to the job of a customer race car, let alone outperforming any potential competition.
Don’t let its lack of an internal combustion engine fool you into thinking the Mission R is underpowered, as it’s two electric motors make a staggering 1,073 hp.
“Porsche is the brand for people who fulfil their dreams,” commented Oliver Blume, Chairman of the Executive Board of Porsche AG, in a press release. “This is also true in motorsports. We experience our innovative strength on the race track, demonstrate courage in pursuing new avenues and delight car owners with sporting performance. In addition to our involvement in the Formula E World Championship, we are now taking the next big step forward in electric mobility. The concept study is our vision of all-electric customer motorsports. The Mission R embodies everything that makes Porsche strong: performance, design and sustainability.”
The Mission R is not only quick around the track, but its 900-volt electrical system and the Porsche Turbo Charging setup makes it lightning quick during charging. A nearly depleted battery only takes 15 minutes to replenish from five to 80 percent, making the Mission R’s storage cell even faster to refill than the 22.5-minute duration required when recharging a Porsche Taycan from five to 80 percent via its 800-volt system.
Everything about the Mission R is designed with a purpose.
Introduced earlier this month at the IAA motor show in Munich, the Mission R was purely designed for the track. This is made clearly evident by its exposed carbon-fibre composite exoskeleton, which is completely integrated into the car’s structure in order to improve rigidity. The purposeful appearance is the result of Porsche’s engineering and design teams working together on the project from the start, the lead designer having also worked on the Vision Spyder concept we covered in detail last year.
The Mission R’s cockpit has seating for just one.
Speaking of a purposeful appearance, the Mission R’s bevy of cooling ducts aren’t just for show, but instead are vitally important for maintaining a stable battery temperature when the electrical system is being pushed hard. The large frontal grille even features active louvred air intakes that open and close as needed, while the rear wing incorporates a Drag Reduction System (DRS) that can be opened to minimize drag on straights, and then closed to add downforce when corners arrive.
Additionally, the materials used to make the Mission R’s key components have sustainability in mind, with the front lip spoiler, side skirts, and the diffuser made from natural fibre reinforced plastic (NFRP) utilizing farmed flax. NFRP makes up much of the cabin too, while special 3D-printed foam components add another element to the design.
A digital gauge cluster is incorporated into the Mission R’s steering wheel hub, because it doesn’t need an airbag.
Yet more intelligent tech can be found in the Mission R’s digital primary display that’s incorporated into the steering wheel’s centre hub, while just above and slightly behind is another monitor for the side and central/rear cameras. Even more unexpected are remotely adjustable interior cameras that allow fans to see all the livestreaming action in the cockpit during a race. What’s more, a touch display beside the driver’s seat allows for biometric data information.
While all of this “concept” talk is exciting, news that the Mission R might be more than just a design study will be welcoming news to anyone that’s made it this far into today’s story. In fact, Porsche has been testing a running prototype on the track with hopes of delivering a customer race car by 2025 or 2026. This said, the Mission R has not been cleared for production yet, but the concept definitely lines up with the brand’s future EV strategy, while such a car makes a lot of sense considering Porsche’s customer race cars legacy.
Notably, Porsche’s motorsport division has built and sold more than 4,400 Cup cars over the last three decades, the Porsche Carrera Cup Deutschland event being the first spec-series when it was launched 31 years ago. Now, a total of 30 one-make Porsche cup series are held globally each year, with the latest 911 GT3 Cup, featuring 992-series 911s, already underway for the 2021 season. If the Mission R Concept comes to reality, we certainly have a lot to look forward to.
Story credits: Trevor Hofmann
Photo credits: Porsche
The fabulous 911 GTS is back, and just like in 2019, the last time Porsche offered the performance-first model with the car’s previous seventh-generation 991 body style, it comes in five distinct variations.…
The SportDesign package comes standard on all GTS models, making the front fascia, side sills, and rear styling unique.
The fabulous 911 GTS is back, and just like in 2019, the last time Porsche offered the performance-first model with the car’s previous seventh-generation 991 body style, it comes in five distinct variations.
The 3.0-litre flat-six engine’s displacement is unchanged as well, as is its twin-turbo forced induction system, but a new sport exhaust, together with reduced interior insulation, provides louder, more exhilarating sounds, while the GTS’ engine output has been pumped up by 23 horsepower to 473, while torque has increased by 15 lb-ft to 420, both thanks to 2.3 psi of additional boost.
With 473 hp to draw from, this is the side of the new 911 GTS you’ll likely see more often than not, unless you step up to purchase your own.
The massaged powerplant slices 3/10ths from the old GTS’ launch time when utilizing its eight-speed PDK dual-clutch gearbox together with the standard Sport Chrono Package (which includes dynamic engine mounts, launch control, and Sport Plus mode), combining for standstill to 100 km/h sprint time of just 3.4 seconds in base Carrera GTS coupe trim, all before a 1-km/h-faster 311 km/h top track speed.
The AWD-enhanced Carrera 4 GTS is even quicker off the line, launching from zero to 100 km/h a mere 3.3 seconds, but its terminal velocity is a hair slower at 309 km/h. The Carrera GTS Cabriolet can achieve the same top track speed as the Carrera 4 GTS, although at 3.6 seconds to 100 km/h it’s the slowest of the five. This said, the Carrera 4 GTS Cabriolet and Targa 4 GTS coupe each shave a 10th from the most affordable GTS convertible, with 0-100 km/h sprints only requiring 3.5 seconds, and their top speeds maxxing out at 307 km/h.
The Targa is the way to go if your summers aren’t as long as the winters.
Of note, those wanting a DIY transmission can opt for Porsche’s seven-speed manual, at no difference in price from the PDK. The short-throw shifter is a full 10 mm stubbier than the gear lever in the regular 911, but this isn’t the drivetrain to get if drag racing is your thing, as straight-line acceleration is down some 0.7 to 0.8 seconds (depending on the model) compared to the PDK. Instead, the manual is best for those who enjoy the art of driving.
The best of such moments can often be found when a given road starts to wind, and to that end the new GTS includes a Porsche Active Suspension Management (PASM) system that was pinched from the newest 911 Turbo, while coupe and convertible models now roll on a 10-mm lower sport suspension that to improves aerodynamics and provides enhanced transitional response.
The 911 GTS Targa gets a special darkened roll hoop with black lettering.
The GTS’ 20-inch front and 21-inch rear Satin Black alloys were pulled from the 911 Turbo S, however, as were their 245/35R20 front and 305/30R21 rear summer performance tires, while the high-performance brakes hiding behind the spokes were initially developed for the regular 911 Turbo. These boast red-painted six- and four-piston aluminum monobloc fixed calipers, with 408- and 380-mm cross-drilled and internally vented rotors front to back.
Additionally, a new Lightweight Design package, that chops up to 25 kilograms from the model’s curb weight, can be had for the first time on a GTS, featuring a set of carbon fibre-reinforced plastic (CFRP) full bucket seats, lightweight side and rear window glass, deleted rear seats, plus more.
The steering wheel is covered in a suede-like microfibre dubbed Race-Tex.
As far as aesthetics go, the SportDesign package is standard on all GTS models, so therefore the front fascia, side sills, and rear styling is unique when put side-by-side with other 911 models. Additionally, black is once again the theme from the outside in, most noticeable with the cars’ tail lamps that feature darkened lenses, while the Targa features a darker roll hoop with black lettering on both sides.
Inside, black suede-like Race-Tex microfibre surfaces the steering wheel rim, shift knob, centre seat panels, door handles, armrests, and the centre storage compartment lid/armrest, aiding grip and adding plush style. What’s more, buyers can opt for optional red stitching in key areas, or just keep it black on black.
A set of carbon fibre-reinforced plastic (CFRP) full bucket seats can be had when ordering the new Lightweight Design package.
Being based on the new eighth-gen 911, the new GTS features the upgraded Porsche Communication Management (PCM) 6.0 infotainment system, that features a more user-friendly interface design, faster response to inputs, plus Android Auto smartphone integration (joining Apple CarPlay that was already available).
Porsche improved the PCM’s voice assistant as well, which can now recognize natural speech more easily. All a user needs to do to activate the upgraded system is say, “Hey Porsche,” and then follow the prompts. Another PCM 6.0 bonus is the Porsche Track Precision app that lets track driver’s time laps and much more, plus a tire temperature display is also part of the standard package when choosing a GTS.
The new 911 Carrera GTS: More of What You Love (2:41):
The new 911 Carrera GTS: Drone POV (1:00):
Story credits: Trevor Hofmann
Photo credits: Porsche
It’s been a strong year for Porsche’s new Taycan so far, and the German performance brand isn’t about to let the all-electric model’s momentum ebb anytime soon thanks to new updates for the 2022…
Porsche’s Taycan receives some important updates for 2022.
It’s been a strong year for Porsche’s new Taycan so far, and the German performance brand isn’t about to let the all-electric model’s momentum ebb anytime soon thanks to new updates for the 2022 version of both its regular four-door coupe body style and the new sport-wagon-like Taycan Cross Turismo.
Number one of the update list is a revision of the sixth-generation Porsche Communications Management (PCM 6.0) infotainment system within the centre stack, which now adds Android Auto to a smartphone integration package that already included Apple CarPlay.
The Taycan Sport Turismo adds right height for some useful off-pavement capability.
Android Auto permits users of Google Android-based smartphones to completely connect to the centre display for greater ease of use. A 2022 Taycan owner can now simply plug their Android handheld device into the assigned USB-C port and follow the necessary prompts, at which time a modified version of their phone’s features, apps and personal info is displayed within the in-car touchscreen.
Porsche has updated the new PCM 6.0 operating system’s graphic design as well, with five menu options on the left side of the display rather than merely three, while each icon can now be organized separately.
Some not new colours really spice up the Taycan palette.
What’s more, the 2022 Taycan’s Voice Pilot auditory assistant is now capable of better understanding instructions in everyday language, plus the PCM 6.0 satellite navigation system is quicker to respond to inputs, and also displays info with more clarity thanks to the just-noted graphics refresh.
Better yet, owners of 2022 Taycans will also be capable parking and retrieving their car remotely via their smartphones, by downloading Remote Park Assist. Remote Park Assist, which can remotely park perpendicularly and parallelly, will automatically detect a given parking space by first measuring it with ultrasonic sensors and cameras, and if ample space is available will park the Taycan by using the Porsche Connect app’s smartphone prompts.
The Cross Turismo offers up a lot of practicality to the EV market.
Also important for this higher end premium class, new 2022 Taycan owners can now utilize more personalization options, such as Paint to Sample and Paint to Sample Plus. Along with the 17 standard paint colours already offered, Porsche will provide the choice of 65 Porsche Exclusive Manufaktur colours (so far) when opting for Paint to Sample, the palette including a number of past favourites like Acid Green, Moonlight Blue Metallic, Riviera Blue, Rubystar, and Viola Metallic.
The Paint to Sample Plus option, on the other hand, lets customers provide a unique sample of any colour, after which their Taycan will be doused in a coat of colour-matched paint from the factory.
Taycan personalization has taken a big step forward for 2022.
To learn more about the 2022 Taycan, check out CarCostCanada’s 2022 Porsche Taycan Canada Prices page, which is currently showing factory leasing and financing rates from zero percent. CarCostCanada members benefit from plenty of money-saving car-buying help, with everybody’s favourite being dealer invoice pricing that lets you know exactly what the retailer is paying for the vehicle, before you go into negotiate your best deal. Find out how the CarCostCanada system works now, and remember to download their free app from the Apple Store or Google Play Store now.
Story credits: Trevor Hofmann
Photo credits: Porsche
Although some automotive brands struggled last year for reasons I shouldn’t need to explain, Porsche’s Taycan EV was on a mega roll. In fact, the upstart electric nearly demoted Tesla’s Model S…
Porsche’s Taycan, shown here in its new more accommodating Cross Turismo body style, is now beating the Tesla Model S in Canadian sales.
Although some automotive brands struggled last year for reasons I shouldn’t need to explain, Porsche’s Taycan EV was on a mega roll. In fact, the upstart electric nearly demoted Tesla’s Model S from the top step of the podium, but when the checkered flag finally waved at the end of 2020, the champ was still in the lead with 960 deliveries, although the new contender was uncomfortably close with 824 sales of its own.
This said, six months into 2021 the story completely changed, with Porsche having sold 445 new Taycan models, and Tesla only able to push 300 examples of its Model S out of company store doors over the same two quarters.
To be fair to Tesla, or maybe more accurately to question the company’s priorities, the Model S, at nearly a decade old, is downright antiquated compared to the fresh, new Taycan. Good on them for making the most of a very well executed initial design that’s managed to last the test of time, the flagship model still arguably more attractive than anything else in the California-cum-Texan tech company’s four-model lineup, but even Tesla’s most ardent fans must be hoping for something new in this class.
The Taycan not only sells fast, but it’s brilliantly quick too.
The Taycan, on the other hand, is that “something new” that EV fans have been waiting for, a two-bodied, four-door coupe and five-door crossover-style sport wagon capable of duking it out with the best electrics in the business, and coming up on top.
You’d be hard pressed to find someone who doesn’t like the way it looks, while its levels of luxury, refinement, electronics, and features are all as good as it gets, but Porsche might need to return to Germany’s legendarily demanding 20.8-km Nürburgring Nordschleife racetrack in order to claim its production car single-lap title back, where the geriatric Model S just laid waste to its EV-powered record.
Tesla’s Model S, shown here in fabulously funny Plaid trim, is once again king of Germany’s Nurburgring, something Porsche will want to remedy soon.
A stock Taycan Turbo (funny name for an EV, we know) easily smacked down the old 2015 Model S P85’s single-lap record of eight minutes and 50 seconds flat (8:50) in August of 2019, with a superb seven-minute and 42-second lap time of its own (7:42.34, to be exact), but Tesla’s brilliantly named Model S Plaid (you’ve got to love Elon Musk’s hilarious “Spaceballs” reference—as if the 1987 sci-fi comedy’s Ludicrous speed wasn’t fast enough) just managed a new record-setting lap of seven minutes and 35 seconds (7:35.579) on September 9, so Porsche will want to “run the ‘Ring” in its new Taycan Turbo S in order to maintain bragging rights.
Fortunately for Porsche, more buyers are interested in how the Taycan performs on city streets, winding backroads and highways than racetracks, not to mention styling and everything else it does well, evidenced by its recent sales gain. As for its ability to hold onto this top spot, only time will tell, but upcoming Q3 sales results will shed new light on this exciting new rivalry, allowing a better idea of which EV will outshine the other over the entire year.
There’s more to sales success than merely going fast, giving the Taycan Cross Turismo an edge for real-life livability.
The just-noted Taycan Turbo S is capable of sprinting from zero to 100km/h in a mere 2.8 seconds, by the way, before attaining a top track speed of 260 km/h, or when driven more conservatively can achieve a total range of 340 km between charges. That model starts at a cool $215,000 (plus freight and fees), while the more accommodating Taycan Turbo S Cross Turismo can be had for $218,000.
The most affordable Taycan, at $119,900, is also from the Cross Turismo line, and given the 4 designation for its standard all-wheel drivetrain, while the least expensive regular four-door coupe, dubbed Taycan 4S, will set you back at least $121,700. Additionally, a Cross Turismo in 4S trim can be had for $128,000, while bridging the gap between 4S and Turbo S is the Turbo model that ran the ‘Ring, starting at $175,000 for the four-door coupe and $178,000 for the Cross Turismo.
Porsche is even touting the Cross Turismo’s light off-road capability.
To find out more about the latest Taycan, check out CarCostCanada’s 2022 Porsche Taycan Canada Prices page, where you’ll be able to learn how to take advantage of factory leasing and financing rates from zero percent, not to mention the ability to obtain valuable dealer invoice pricing information that could save you thousands upon purchase. Likewise, CarCostCanada’s 2021 Tesla Model S Canada Prices page will show you the same zero-percent leasing and financing rate, which you can also access by downloading CarCostCanada’s free app from the Google Play Store or Apple Store.
Story credits: Trevor Hofmann
Photo credits: Porsche
Call it the seven-year itch, but Porsche is updating its popular Macan compact luxury SUV for 2022. This will be the Macan’s second refresh, the first update affecting 2019 to 2021 models. That version…
GTS trim is now king of the hill for the 2022 Macan, due to integrating the outgoing Turbo model’s 434-hp twin-turbo V6.
Call it the seven-year itch, but Porsche is updating its popular Macan compact luxury SUV for 2022.
This will be the Macan’s second refresh, the first update affecting 2019 to 2021 models. That version received exterior styling modifications, including the current crossover’s three-dimensional tail lamps, plus changes to the cabin, specifically a reworked centre stack that added a bigger 10.9-inch, high-definition touchscreen with a reconfigured infotainment interface up top, a fresh set of quick-access controls just below, and new HVAC vents underneath both.
For 2022, the Macan boasts an even more dramatic exterior redesign, plus an overhaul of the lower centre console, while under the skin it gets powertrain upgrades as well as some suspension tweaks to improve handling.
The mid-range Macan S now gets upgraded with the outgoing GTS model’s 2.9-litre V6, which gives it 375 hp and 383 lb-ft of torque.
Some of those behind-the-scenes changes are likely due to the need to incorporate an electric drivetrain in the next couple of years. We reported on this in detail recently, noting the upcoming Macan EV is currently testing in real-world conditions. This will likely be the Macan’s top-of-the-line power unit, in various stages of tune, and might just receive the “Turbo” and “Turbo S” trim designations when available, just like it does with the quickest Taycan EVs. Therefore, it makes sense that Porsche has dropped its Turbo trim line for 2022, now only offering the GTS as its more potent SUV challenger.
Before getting your mittens in a twist, take note that the new Macan GTS receives a 59-horsepower and 22 lb-ft gift for 2022, thanks to Porsche integrating the 2.9-litre twin-turbo V6 from last year’s Macan Turbo between the front struts of the lesser trim line, the result being the exact same 434 horsepower and 405 lb-ft of torque found in 2021’s top-tier Macan. Thus, the Macan GTS can be flung from zero to 100 km/h in an identical 4.3 seconds, when equipped with its Sport Chrono package, while the SUV’s top track speed has also been increased from 270 km/h with last year’s Turbo to 272 km/h for this year’s GTS, possibly due to aerodynamic benefits from the updated styling.
Porsche reworked the Macan’s suspension to provide even greater steering feedback plus improve performance all around, this GTS getting a standard air suspension too.
Thanks to the new upgraded 2022 GTS, it only made sense for Porsche to enhance the powerplants downstream too, resulting in the old 2021 GTS’ 2.9-litre twin-turbo V6 making the move over to the new 2022 Macan S. This engine continues to make 375 horsepower and 383 lb-ft of torque, which is a 27-horsepower and 31-lb-ft boost over the 100-cc larger V6 used in last year’s S, that 3.0-litre unit now cancelled. All in all, the new Macan S matches the old Macan GTS in a straight line, zipping from standstill to 100 km/h in just 4.6 seconds with its Sport Chrono package upgrade, while its terminal velocity is now said to be three seconds faster at 259 km/h.
While all this is good news from a value perspective, because Macan buyers will soon be getting a lot more performance for their money, it really only came down to a shuffling of trim name designations, but this isn’t so at the Macan’s point of entry where its turbocharged 2.0-litre four-cylinder engine gets some significant upgrades that provide another 13 horsepower and 22 lb-ft of torque over its predecessor, for a final tally of 261 horsepower and 295 lb-ft. Therefore, the entry model’s zero to 100 km/h sprint gets shaved by three seconds to just 6.2 when its optional Sport Chrono package is included, all be topping out 3 km/h faster than last year’s turbo-four, at 232 km/h.
The new Macan GTS Sport package ups performance as well as styling.
Just like before, all 2022 Macans come with the seven-speed Porsche dual-clutch transmission (PDK), as well as standard Porsche Traction Management (PTM) all-wheel-drive, which has proven to be a good combination for quick-shifting yet efficient performance no matter the weather conditions.
As for road-holding, few Macan owners have find much to complain about, the SUV arguably being one of the better handling offerings in the compact luxury SUV segment. Just the same, Porsche chose to make it better by giving it a more direct, sports car-like feel that provides greater feedback from the steering system. To achieve this, the German luxury brand readapted the damper characteristics of its Porsche Active Suspension Management (PASM) so that it actively and continuously regulates damping forces to each individual wheel. PASM, which comes standard with S and GTS trim lines, is optional with the base model.
Porsche adds a splash of body-colour paint to the sideblade GTS script when opting for new Python Green.
Added to this is a standard sport air suspension with the Macan GTS. This setup automatically lowers the body by 10 mm so as to enhance stability at high-speed. The air suspension is 10 percent more rigid at the front axle too, plus 15 percent firmer at the back axle, while an available GTS Sport package increases the wheel and tire package to 21 inches, plus adds Porsche Torque Vectoring Plus (PTV Plus), and the Sport Chrono package as standard equipment, making this top-line Macan (so far) even more capable on road and track.
As noted earlier, the new 2022 Macan’s higher terminal speeds are probably due to improved aero, which includes a completely reshaped front fascia that incorporates a much stronger looking grille and corner vent arrangement, the latter being bigger and more upright in layout, similar to those featured on the brand’s legendary 911 sports car. The new Macan now looks wider and more capable, which is a visual follow-up to all the suspension upgrades.
All 2022 Macans feature an updated interior, with the lower centre console getting the most obvious changes.
While base and S trims look nearly identical from the front, even including the same LED headlights incorporating the Porsche Dynamic Light System (PDLS) as standard, and standard Sport Design exterior mirrors are also included, the GTS receives an even more aggressive grille featuring unique airflow elements that change from body-colour to matte black, while this top-level trim’s sideblades once again display a scripted “GTS” trim designation. This said, that sideblade GTS script is written in body-colour when choosing new optional Python Green paint, while it can also be optionally enhanced with a new 3D structure design, available on the rear diffuser too.
As usual, the Macan visually distinguishes each trim line with special sets of tailpipes, the just-mentioned rear diffuser housing four circular exhaust tips on S and GTS models, or alternatively two rectangular ones for the base model.
Porsche makes it easy to personalize the new Macan interior.
Personalization is always a popular option with Porsche buyers, thus your 2022 Macan can be had in 14 unique exterior colours, including new Papaya Metallic and Gentian Blue Metallic, plus of course the aforementioned Python Green that’s only available with the GTS if it’s upgraded with the GTS Sport package. What’s more, Porsche Exclusive Manufaktur provides Individual Colour and Paint-To-Sample options, so there’s really no end to exterior paint choices.
Rounding out the entire package are larger standard alloys and rubber, now measuring 19 inches for the entry-level turbo-four model, 20 inches on the mid-range Macan S, and 21 inches for the top-tier GTS. Seven new wheel designs are now available, once again making customization more convenient than ever.
The lower centre console now includes touch-sensitive controls, plus a shorter, sportier gear lever.
Inside, the most noticeable changes were once again made in the middle, or more precisely the sloping lower centre that’s now covered in touch-sensitive switchgear, other than the Macan’s two-zone auto climate control system’s temperature selectors that remain knurled in metal. Overall, the look is clean and minimalist, plus the two parallel panels should be easier to literally wipe clean. What’s more, the new console features a shorter gear lever for a sportier feel, while up on top of the dash, all Macans now include a standard analogue clock.
Just in front of the driver, the new 2022 Macan includes the new 911’s multifunction and GT Sport steering wheels, which is a good way to further enhance the SUV’s sports car-like driving experience. One of the buttons on the new wheels’ spokes also activates voice commands to control functions in the previously-noted full-HD 10.9-inch Porsche Communication Management system, making life with the new model easier.
Most of the centre stack stays the same, as it was updated back in 2019, but the dash-top clock is now standard.
Back to customization, Porsche has no shortage of interior colour options either, such as leather upholstery and contrasting seam packages in Gentian Blue, Papaya or Crayon, while the available GTS Sport package gets some exclusive design details and equipment such as Race-Tex upholstery with extended leather, a Carbon interior package, 18-way sport seats, as well as contrast stitching and GTS lettering in body-colour green when choosing Python Green exterior paint.
What does all this cost? The updated 2022 Macan starts at $58,500 (plus freight and fees), while the new Macan S is available from $70,600, and the Macan GTS from $85,500. Those wanting their GTS with the model’s ultimate GTS Sport Package will need to add $13,470 to their bill, for a total of $98,970 before any other options.
Horology fans will love the upgraded stopwatch that comes with the optional Sport Chrono package.
In the end, no matter which 2022 Macan trim line you purchase, it promises to be faster and a bit more advanced than its predecessor, while providing the same kind of luxury, comfortable interior accommodations, and dependable service the Macan has become known for.
Regarding the latter, the Macan earned the highest possible ranking in J.D. Power and Associates 2021 Vehicle Dependability Study’s Compact Premium SUV category, while the same study also placed the Porsche brand in second amongst 16 luxury rivals. Likewise, the Macan achieves similar results when holding its resale value, with the Canadian Black Book Best Retained Value Awards naming it best in its Compact Luxury Crossover-SUV class for both 2019 and 2020.
The new 2022 Macan is not yet available, but if you need to trade up to a new model now take note that Porsche is currently offering factory leasing and financing rates from zero percent, while CarCostCanada members are saving an average of $2,750 when purchasing a new 2021 Macan. Find out how CarCostCanada can help you save when buying your next car, by providing all the latest rebate info as well as dealer invoice pricing, and remember to download their free app from the Google Play Store or Apple Store, so you can have all their critical info on hand when you need it most.
The new Porsche Macan – Dare forward (0:57):
Story credits: Trevor Hofmann
Photo credits: Porsche
With a maximum of 631 horsepower, the new Cayenne Turbo GT isn’t the most powerful super-SUV on the planet, but it’s nevertheless quickest off the line and fastest over one lap on the legendary Nürburgring…
The new 2022 Cayenne Turbo GT is the most powerful Porsche SUV ever made, the planet’s quickest utility off the line, and the fastest SUV around the famed Nürburgring Nordschleife.
With a maximum of 631 horsepower, the new Cayenne Turbo GT isn’t the most powerful super-SUV on the planet, but it’s nevertheless quickest off the line and fastest over one lap on the legendary Nürburgring Nordschleife racetrack.
Porsche has clearly marked its territory. The 20.8-km mountainside racetrack, otherwise known as the “Green Hell,” is one of the most challenging road courses on earth, and Porsche currently owns the top podium for every sector it sells in.
Sports cars? The outgoing (991.2) 911 GT2 RS recently claimed title to fastest production car with a single lap of 6:38.835 minutes, putting Mercedes-AMG back on the defence with its GT Black Series.
Now that its new Cayenne Turbo GT has reclaimed fastest SUV lap status with a ultra-quick time of 7:38.925 minutes over the 20.8-km track, Porsche once again owns the “Green Hell.”
Sport sedans? That honour belongs to the Panamera Turbo, which ran the ‘Ring in 7:29.81 minutes, while Porsche’s all-electric Taycan four-door coupe is the record-holder for EVs with a time of 7:42.34 minutes, leaving the next-best Tesla Model S a full minute and 7.66 seconds behind in the process.
With the introduction of the new Cayenne Turbo GT, available solely in the Cayenne’s Coupe body style, Porsche has once again taken the top spot away from another automaker, this time Alfa Romeo that claimed the position from the last-generation Cayenne Turbo S (958.2) last November, its Stelvio Quadrifoglio managing the feat in just 7:51.7 minutes. The new top-tier Cayenne didn’t just shave a few milliseconds off the tricked out Stelvio’s lap time, however, but in fact chopped a 12.775-second chunk from its pride, with a new SUV lap record of 7:38.925 minutes.
A raft of updates to Porsche’s 4.0-litre twin-turbo V8 results in 631 hp and 626 lb-ft of torque.
There’s more to making a winner that simply bolting a more powerful 4.0-litre twin-turbocharged V8 onto its mounts in the engine bay, although upgrades to the powerplant certainly helped. Porsche upgraded the crankshaft drive, turbochargers, direct fuel injection system, induction system, and intercooler, plus specifically revised the crankshaft, connecting rods, pistons, timing chain drive, and torsional vibration dampers after starting with the regular Cayenne Turbo Coupe’s V8. The net result is 631 horsepower and 626 pound-feet of torque, for a respective 90 hp and 59 lb-ft gain.
Porsche also added a faster-reacting eight-speed Tiptronic S automatic gearbox, plus a new water-cooled transfer case for its Porsche Traction Management all-wheel drive system, the latter improving the drivetrain’s thermal capacity under heavier loads.
Loads of carbon fibre and a lightweight titanium exhaust system help shave kilos from the Cayenne Turbo GT’s curb weight.
Next is a centrally-mounted sports exhaust system tailpipes, unique to the Cayenne Turbo GT. It’s made from lightweight, heat-resistant titanium, made even lighter by eliminating the centre silencer.
Despite not putting out as much power as some other performance SUVs, such as the Dodge Durango SRT Hellcat (710 hp), Jeep Grand Cherokee Trackhawk (707 hp), and Lamborghini Urus (641 hp), not to mention Porsche’s own Cayenne Turbo S E-Hybrid (670 hp), Porsche’s engineering team managed to make it quickest off the line overall, with its standing start to 100 km/h taking only 3.3 seconds. Sure, it might be a scant 0.1 seconds quicker than the Urus, but it’s multiple seconds faster than the others, that is until recording top track speed.
The Cayenne Turbo GT’s Pirelli P Zero Corsa rubber on 22-inch GT Design rims join a 15-percent stiffer three-chamber air suspension and 17-mm lower ride height to improve handling.
That’s where the Urus is dominant at 305 km/h, just whisking past the Cayenne Turbo GT’s 300-km/h terminal velocity. Audi’s RS Q8 and Maserati’s Levante Trofeo claim faster top speeds too, but not by much, and we’re curious whether they can keep up with the new Cayenne over the quarter mile, where it scores an official 11.6-second run.
Keeping the Cayenne Turbo GT in constant contact with the pavement are Pirelli P Zero Corsa performance tires wrapped around exclusive 22-inch GT Design alloys, these connected to a 15-percent stiffer three-chamber air suspension, which not only receives upgraded performance-oriented control software, but also incorporates a special damper calibration of Porsche’s Active Suspension Management, as well as an improved Power Steering Plus system and a revised rear-axle steering system. Active Porsche Dynamic Chassis Control is also standard, as is a 17-mm reduction in ride height when compared to the Cayenne Turbo Coupe, while Porsche’s Ceramic Composite Brake (PCCB) system provides stronger stopping power with less fade for yet more racetrack capable performance.
The Cayenne Coupe’s deployable rear wing is 25-mm larger for its Turbo GT application, adding up to 40 kg of downforce.
As always, aero plays a big part in the Cayenne Turbo GT’s road-holding too. To that end the new model gets a redesigned front apron featuring a more aggressive lip spoiler, plus bigger side cooling air intakes. Following the front fenders rearward, past the standard LED-Matrix headlights, shows muscular black composite wheel arch extensions, while a contoured roof feeds flowing air below a rooftop rear spoiler that pushes it down the rear glass onto a 25-mm larger rear wing, which once again deploys as speed increases, adding up to 40 kilos of extra downforce. Meanwhile, a sizeable rear diffuser directs air traveling below the Cayenne Turbo GT away from its rear end, all combining for one very well-engineered aero package.
The Cayenne Turbo GT’s interior gets some unique styling details, plus an extended Alcantara package as standard.
That rear diffuser, the larger wing, the end plates of the rooftop spoiler, and the entire roof are made from lightweight carbon fibre reinforced plastic (CFRP), as are the side mirror housings.
CFRP isn’t the go-to theme inside, however, although illuminated carbon fibre door sill guards, floor mats, and owner’s manual wallet are available. Rather, Porsche applies a matte black finish to key trim areas, while some other unique features include a yellow leather stripe at the 12 o’clock position of the Alcantara-clad steering wheel rim, the latter part of an extended Alcantara package that comes standard. This includes perforated centre panels for the upgraded eight-way powered front sport seats and bucket-styled sport seats in back, while contrasting accents are available in Neodyme or Arctic Grey, and “turbo GT” script is added to the headrests.
These special sport seats feature perforated Alcantara inner panels front to back.
Additionally, Cayenne Turbo GT owners will be first to experience Porsche’s updated PCM 6.0 infotainment system, which gets an updated user interface, a faster operating logic system, and full integration of Apple Music and Apple Podcasts via Apple CarPlay. On the other side of the smartphone spectrum, Android Auto is finally part of the package.
Those wanting a new 2022 Cayenne Turbo GT can order now, but you’ll be waiting until early next year for delivery. The price is $200,700 plus freight and fees, making it the most expensive SUV in Porsche’s ever-growing fleet.
