June | 2018 | The Car Magazine

So what does it feel like to drive the world’s fastest front-wheel drive production car? Fabulous! There isn’t a sport compact fan that doesn’t already know about the new Honda Civic Type R’s…

New Car Reviews

2018 Honda Civic Type R Road Test

So what does it feel like to drive the world’s fastest front-wheel drive production car? Fabulous!

There isn’t a sport compact fan that doesn’t already know about the new Honda Civic Type R’s many achievements, its class lap record around the famed Nürburgring Nordschleife road course the stuff of modern-day legend, a feat just recently built upon by doing the same at the equally revered Spa-Francorchamps in Belgium.

All of this sounds impressive, although such news is usually dampened by the reality that most race-ready sport models are hardly easy to live with. Not so with the Civic Type R, however. It’s as easy to drive around town or on the highway as a regular Civic, while it’s plenty comfortable, and accommodative of four adults plus loads of gear under its utile hatchback. Who could possibly find fault with that?

I suppose those who want a fast-paced automatic drivetrain won’t be too happy to learn the Type R can only be had with a six-speed manual. It’s a fine gearbox, which is nothing new for Honda. The Japanese brand’s Civic Si is legendary for short-throw shift quality amongst other attributes, while this Type R shifter is even capable of rev-matched control, but the Type R’s manual-only status will definitely limit sales.

Still, this is hardly a problem. Honda seems to be selling as many Civic Type Rs as it’s willing to build in its Swindon, England assembly plant. And you thought I was going to say Suzuka, but oddly enough Honda no longer builds its best-selling model in any of its Japanese factories, instead relying on its new Prachinburi, Thailand plant for Japanese Civic consumption, while its Alliston, Ontario and Greensburg, Indiana facilities are too busy building less specialized, higher volume Civics and CR-Vs for the North American markets (there’s no Civic production in Mexico). Honda builds regular Civics, plus its CR-V and Jazz (Fit) in Swindon as well, but the British factory has a long history of producing the Civic Type R too, so it only made sense to keep a good thing going.

Of course, we’ve never seen any of these older Type R models on Canadian shores, at least outside of grey market examples shipped here by individual enthusiasts. The first Type R, based on the 1997–2000 sixth-generation Civic hatch, actually hailed from Suzuka, with Swindon taking over production for the second 2001–2006 version based on the seventh-gen hatchback, which was actually available to us in the somewhat detuned Civic SiR, also built in England. Next up was the 2006–2011 model based on the eighth-gen four-door sedan, this one made in the UK as well as Suzuka, but soon after the Euro-spec 2007 FN2 hatch (also sold in Australia and Singapore) became the basis for the European Type R, and therefore Swindon was the sole producer, while the four-door Type R remained Japan-sourced until 2010 when Suzuka stopped building the Civic. Now, as already mentioned, this fourth-generation Civic Type R, based on the 10th-gen Civic, sits on the new five-door hatchback design, and due to that is one of the most intriguing performance car designs available today.

By intriguing, I don’t necessarily mean attractive. The full LED headlights are dazzling, classic circular fog lamps a nice touch, unique air intake-infused aluminum hood ultra light and really nice, loads of aero add-ons impressive, and three centre-mounted chromed exhaust pipes kind of cool, but beauty is truly in the eye of the beholder with this car.

The Type R seems to pull design inspiration from the most radical of big-winged Lamborghinis, let alone anything from the sport compact arena. I should rephrase that last point to say “production” sport compact, being that plenty of modified hot hatches get stuffed to the gills with aftermarket components capable of making this stock Type R seem subdued. Still, for a race on Sunday, drive to work on Monday capable super hatch, the Type R is no wallflower.

I hope fans of the car’s styling and the nice folks on Honda’s press relations team won’t be offended that the nickname I gave this Crystal Black Pearl painted example was “Cockroach”, as it looks more like that nasty little beetle than anything else I could think of. Its fiery little 2.0-litre turbocharged engine spits like a roach too, and no doubt it’s as bulletproof reliable as a cockroach is indestructible—anyone who’s home has been infested with these hardy little critters will know exactly what I’m talking about.

To my eyes, the Civic Type R isn’t pretty, but everything about its applied bodywork is functional, so it gets big marks for purposeful aerodynamics. I’ve seen some in my area in Championship White, and I must say it looks a lot less insect-like, while Rallye Red would probably have similar effect, but so far I haven’t seen its third colour in the wild.

While any fan worth his or her (or zir) salt will likely be able to rattle off the Type R’s specifications faster than I can, I’ll nevertheless repeat them here for the few uninitiated still thinking their Golf GTI is fast for a front driver. It isn’t (unless it’s a Clubsport S). Don’t get me wrong, as I love the GTI, but the Golf R isn’t even as quick or as nimble as this Type R. The numbers speak volumes, with the Type R’s 2.0-litre turbo good for 306 horsepower and 295 lb-ft of torque, and the Golf R’s only capable of 292 and 280 respectively.

That’s an 11 horsepower and 15 lb-ft advantage to Honda, which results in 5.1 seconds to 100km/h (4.9 sec to 60 mph) compared to 5.4 (5.2), 13.5 to 160 km/h (11.5 to 100 mph) instead of 15 (13), the quarter mile eclipsed in 13.5 seconds compared to 13.7, quarter mile speeds at 174 km/h (108 mph) over 166 (103), and top speeds set at 270 km/h (168 mph) compared 250 km/h (155 mph)—note, I gathered these numbers from a variety of independent albeit credible test results and then averaged them out.

As for race track dominance (a more exact science), the Type R and Golf R managed the Nürburgring Nordschleife in 7:43.08 and 8:14.00 minutes respectively (that’s a sizeable gap), Tsukuba (Japan) in 1:06.48 and 1:07.83 (closer), the Contidrom (Germany) in 1:36.70 and 1:37.38, Sachsenring (Germany) in 1:41.16 and 1:41.73, and Llandowin (Wales) in 0:46.50 and 0:49.00. To be fair, the Golf R shows up well on the track, proven on the Hockenheim Short (Germany) circuit that saw the VW out-lapping the Honda with a time of 1:14.50 to 1:15.70.

You might wonder why I chose to compare the Civic Type R to a Golf R, being that the latter car benefits from an available dual-clutch automatic and standard all-wheel drive, but the once mighty Mazdaspeed3 is no more, and I happen to like the Golf R a lot more than most other hyper-tuned sport compacts due to its sleeper styling and better than average interior.

Of note, current competitive sport compacts include the truly legendary Subaru WRX STI, and the soon to be unavailable Ford Focus RS (due to Ford North America’s anti-car “focus”), the former putting 305 horsepower and 290 lb-ft of torque down to all four wheels via a six-speed manual or sport-tuned CVT f¬or zero to 100km/h in 5.7 seconds, and the latter pushing a staggering 350 horsepower and 350 lb-ft of torque through all four wheels via a six-speed manual, resulting in zero to 100km/h in just 4.6 seconds. Strangely, however, the fastest Nürburgring Nordschleife time from a Focus RS is just 8:06.29, significantly slower than the Civic Type R.

I’m not about to say anything negative about any of the cars mentioned so far, or my previous favourite Mitsubishi Evo X MR, as they’re all beyond brilliant. If you’ve ever spent time at the wheel of any one of these super compacts you’ll likely nod in agreement while your mouth turns up at each end in fond memory. These are the modern-day equivalents of yesteryears muscle cars, but with levels of near otherworldly manoeuvrability such straight-line masters could never hope to attain. Every car I’ve mentioned in this review is worthy of a driving enthusiast’s appreciation, but Honda has done something very special in attaining such sensational performance from a front driver.

I’m not going to say another word about style, and won’t even harp one bit about the overzealous use of red highlights inside (it’s the automotive equivalent of a pre-teen girl discovering makeup for the first time—bright red lipstick, caked-on rouge and vamp eye-shadow), because all of that is immediately forgotten when the hyperactive turbo-four gurgles to life and the precision six-speed slots into first. The notchy gearbox is tight yet light, the clutch action easy perfection, and the lack of torque steer at full throttle shocking.

Shocking too is the immediate response to throttle input, the high-revving four spinning up to its 7,000 rpm redline so quickly you’ll need to have quick arm/hand reflexes to get from the 3 o’clock position on the steering wheel to the shift lever and back in time to maximize control ahead of the next shift.

The shift knob is cold aluminum, hardly the most welcoming material for a wintry Canadian morning. In fact, I recommend a set of red leather racing gloves with white H’s sewn on top for just such days (Honda Canada should include these with every Type R delivery), the Type R (when properly shod) being a superb choice for getting sideways on a slippery road or track while set to “Race” mode.

Honda includes multiple driving modes in the Type R, from default to Comfort at one end, and Sport to +R (Race) at the other, this being one of only two Civic models without an Econ mode—the other being the Si. I’m ok with that, being that it’s pretty fuel efficient for such a formidable sports car, its official Transport Canada claimed rating at 10.6 L/100km city, 8.3 highway and 9.6 combined. Of course, compared to the 8.0 city, 6.2 highway and 7.2 combined rating from the same Civic Hatchback model with a 1.5-litre turbo and manual transmission the Type R is thirsty, but it’s a bit cheaper to use than the Golf R M6 that’s rated at 11.1, 8.1 and 9.8 respectively, the Focus RS with estimated fuel usage of 12.2, 9.0 and 10.8, or the WRX STI that guzzles down 14.1, 10.5 and 12.5. Certainly fuel economy isn’t the first priority in this class, but with regular hovering between $1.50 and $1.58 per litre in my town, and premium unleaded a helluvalot higher, the Civic Type R’s best-in-manual-class fuel economy is something to consider.

I could go on at length telling you about the Type R’s fabulous handling, just how addictive it is to repeatedly lay into the throttle, flick through the gears, stomp on the big 350/305-mm Brembos and experience the big 245/30ZR20 Continental SportContact 6 performance tires bite into tarmac, etcetera, but as noted earlier the numbers speak for themselves. What you might find more useful is my opinion on general livability.

First off, after proximity keyless access lets you inside and an ignition pushbutton gets the engine rumbling in the background, the Type R’s outrageously bolstered microfibre sport seats are amazingly comfortable, providing your backside fits in, as they wrap right around to hold you in place during hard cornering. I found them ideal, and while the six-way manual driver’s seat isn’t as adjustable as a Civic Touring’s powered setup, it’s so well designed, cupping my lower back in just the right position for optimal comfort and support, that I could drive it all day without issue.

What’s more, the black and red, flat-bottom sport steering wheel, while a bit gaudy, provides excellent telescopic reach, which allowed me to set up my driving position for perfect control of wheel and pedals, the latter finished with a nice set of grippy textured aluminum pads.

The mostly regular Civic gauges are upgraded with angry red background lighting all the time, a change from the regular Civic’s pacifying aqua blue, unless in Sport mode when they go red as well. A well-stocked 7.0-inch colour TFT centre meter display provides quick-access info from the tips of your thumbs via illuminated steering wheel controls, which is nothing new but nicely done.

Red also gets used for the centre-mounted infotainment touchscreen’s backing colour. It’s a bit much, and merely smearing everything with red doesn’t show a lot of creativity, but the primary gauge cluster and infotainment interface are superbly designed and filled with useful features like an excellent multi-angle backup camera with dynamic guidelines, Honda’s awesome LaneWatch blind spot display that projects a live image from a right-side rear-facing camera onto the monitor when flicking the right turn signal, highly accurate Garmin-based navigation with excellent mapping, HD Digital Traffic, 3D renderings of terrain and buildings, predictive local search, a lane guidance split-screen for road signs and exits, and simplified voice recognition, plus climate controls supported by a separate dual-zone auto HVAC interface just below, Bluetooth, Apple CarPlay, Android Auto and HondaLink smartphone connectivity, a great sounding 542-watt audio system with 12 speakers plus HD and satellite radio, Siri Eyes Free, SMS text message and email reading capability, two USB ports, Wi-Fi tethering, car settings, apps, and more. Also worth mentioning, a wireless charging pad sits at the base of the centre stack.

The microfibre seats are joined by equally plush microfibre door panels front and rear, these with red stitching of course, plus carbon-fibre-look inlays cross each door and the instrument panel, adding to the performance-first design. Overall Civic quality is superb no matter the trim, so expect the best when climbing inside a Type R, but I was surprised that vibration from the engine spinning at such high revs caused a buzzing sound within the left side of the dash. Still, I could hardly have cared. The Type R is really about the drive, not refinement.

On that note, I’ll quickly mention that two rear passengers will be well cared for in a comfortable albeit not so fancy set of seats, Honda having eliminating the Civic Hatchback’s usual middle position and folding armrest for a fixed centre console with two cupholders and a tray. The cupholders are fairly deep and quite useful, but depending on who’s behind the wheel I’d hold onto those drinks just the same.

As for storage, anyone familiar with the Civic Hatchback’s cavernous cargo compartment will be happy that nothing changes in its transformation to Type R, its measurements still 728 litres (25.7 cu-ft) with the seatbacks upright and 1,308 litres (46.2 cu-ft) when they’re folded flat. The 60/40 split-folding rear seatbacks remain, while Honda once again fills the compartment below the floor with a styrofoam storage unit partially filled with a tire repair kit. My favourite cargo feature is the retractable cover up top, which smartly slides sideways when not needed.

Considering the incredible performance, the long list of standard features, and that it comes full equipped in standard trim (although plenty of dealer-added accessories are available), the 2018 Civic Type R’s $41,090 base price is quite reasonable (find the Type R’s pricing and the MSRPs of its competitors at CarCostCanada.com, not to mention rebate info and otherwise hard to get invoice pricing). Of note, it slightly undercuts the Golf R and base WRX STI, but when more fairly compared it’s more than $6,000 less expensive than a similarly outfitted WRX STI Sport-tech, while the Focus RS is almost $18,000 pricier. For that you can get a Civic Type R and a nicely equipped Fit for the kids, your spouse, parents, or anyone else you want to make smile.

It’s so very Honda to make sure that its track-dominating super compact is also a great value, plenty practical, comfortable and feature filled, and no doubt reliable. Civic Nation is certainly alive and well in Canada.

I don’t know about you, but I’m getting a bit weary of all the news saying that cars are dead and SUVs now rule the road. The fact is, well designed cars that deliver good value still have a strong…

New Car Reviews

2018 Lexus IS 300 AWD Road Test

I don’t know about you, but I’m getting a bit weary of all the news saying that cars are dead and SUVs now rule the road. The fact is, well designed cars that deliver good value still have a strong following in Canada, a point proven by the Honda Civic, Toyota Corolla, Mazda3 and Volkswagen Golf in the mainstream volume compact class and the Mercedes-Benz C-Class, BMW 3 Series, Audi A4, Acura TLX and Lexus IS in the compact luxury D-segment.

All of these cars actually grew their year-over-year sales in calendar year 2017, something that can’t be said about the Infiniti Q50 and Cadillac ATS. To be fair to Infiniti, when combining sales of its Q60 Coupe with the Q50, deliveries were actually up last year, which is also true for the IS and Lexus RC coupe, despite the latter being slow to move off dealer lots, while ATS sales numbers include both sedan and coupe models (like Mercedes does with its C-Class sedan, coupe and convertible), and showed a much deeper year-over-year decline.

Aiding last year’s IS series sales success was a dramatic refresh for the 2017 model year, this being the first significant update since this third-generation model was completely redesigned for 2014. F-Sport trim already boasted a fairly aggressive front fascia as seen in my 2014 and 2016 IS 350 F-Sport reviews, but last year’s update made it more akin to the RC F Sport, which left room to beef up the non-F Sport trimmed IS 200t and IS 300 AWD models.

The result is a look that might even be more eye-catching than the previous F Sport model, with Lexus’ trademark spindle grille growing in size, the headlamps reshaped to a simpler design and equipped with standard LEDs, and the lower front fascia now much bolder thanks to larger, deeper and considerably more pronounced corner “brake” ducts.

That these faux vents only look cool is a shame. Rather than forcing cooling air onto those brakes, these aero detractors actually create wind resistance, but it’s possible some increased downforce enhances high-speed handling.

The checkmark-shaped LED driving lights remain unchanged, as do the car’s swoopy bodyside panels the sweep upward in dramatic fashion before tapering off over the rear wheel cutouts, but the seemingly identical LED taillights receive new lenses and innards. Lastly, a slightly reworked matte black diffuser-like lower bumper cap features new angular tailpipes, doing their part to modernize the rear end design.

As noted in last year’s IS 350 AWD F Sport review, I’m not willing to say that Lexus’ bigger and bolder design departure necessarily translates into better, but some of the changes made are noticeable improvements, particularly inside where gorgeous new light on dark laminated wood inlays decorate the dash front and door switchgear panels.

The IS has always provided good perceived interior quality, with soft touch composites in all the expected places, nice tastefully applied metallic accents throughout, mostly high quality switchgear, and particularly good digital displays, despite this less expensive model not featuring Lexus’ fully configurable gauge cluster found in last year’s pricier alternative. Audi fans might find the look a bit cluttered, Lexus preferring an origami-inspired multi-angle interior design to match exterior styling, rather than anything organically grown. Consider it the Nakamichi Dragon of instrument panels, with lots of little buttons, knobs and toggles atop a hard-edged black metal and composite structure, the infotainment system’s unique albeit somewhat archaic joystick-style controller also seeming to try and take us back to the days of cassette decks and turntables.

If you used Lexus’ Remote Touch Interface in the past and haven’t tried it in a while, take note that it’s improved a lot. Side buttons for selecting functions were added a few years back, eliminating the frustration of having the joystick slip off course when pressing on top, and the system’s haptic response, which feels as if it’s locking onto a given link as the curser passes over, isn’t quite as grabby. Most people seem to like this setup better than RTI 2.0, which is a lower console-mounted touchpad design laid out in quadrants, this found on some other Lexus models, but I’d much rather have the display screen moved closer and a straightforward touchscreen installed. Toyota, Lexus’ parent company’s namesake brand, does a great job with its touchscreens, plus its new Entune system is fabulous (Lexus Enform, which is basically the same thing, is currently only available on the 2018 NX, RC, RC F, LS, and LC), so I’m looking forward to Lexus saying goodbye to all of these creative controllers and delivering a much simpler RTI 3.0 soon.

As noted the actual display is superb, and was upgraded from the standard 7.0-inch screen to 10.3 inches thanks to the addition of a $4,850 Luxury Package that also added accurate navigation and a single in-dash DVD player (yes, another throwback to yesteryear) to the infotainment system, plus 18-inch alloys on 225/40 front and 255/35 tires (replacing standard 17s that look a bit small on this car), adaptive cornering headlamps, a powered steering column, a heatable steering wheel rim, ventilated front seats, driver’s seat memory, auto-dimming side mirrors with memory, front and rear parking sensors, a powered moonroof, a powered rear sunshade, and blindspot monitoring with rear cross-traffic alert.

This was all added to my otherwise base IS 300 AWD, which other than a standard backup camera comes outfitted identically to the rear-wheel drive IS 300 (that strangely doesn’t have one), including the aforementioned LED headlamps that are also auto-leveling, plus proximity keyless access, pushbutton ignition, a leather-wrapped multifunction steering wheel, paddle shifters, rain-sensing wipers, a windshield wiper de-icer, a great looking analogue clock, filtered dual-zone auto climate control, 10-speaker AM/FM/CD/MP3/WMA audio, USB and aux ports, Bluetooth phone connectivity with audio streaming, satellite radio, Siri Eyes-Free, an auto-dimming rearview mirror, a HomeLink garage door opener, heatable eight-way powered front sport seats with vertically powered headrests and powered driver’s lumbar support, NuLuxe (pleather) upholstery, stainless steel scuff plates, and 60/40 split-folding rear seatbacks expanding on the smallish 306-litre (10.8 cubic-foot) trunk.

All IS trims receive the usual assortment of safety features as well, plus a knee airbag for both front occupants, rear side-thorax airbags, and finally the Lexus Safety System+ suite of advanced driver assistance systems, which adds a Pre-Collision System featuring forward collision warning with autonomous emergency braking, lane departure alert with steering assist, automatic high beams, and dynamic radar cruise control. The result of Lexus’ focus on safety is IIHS Top Safety Pick status, minus the best-possible “Plus” rating, while the NHTSA gives it a five-star safety rating with extra notes saying that it’s had zero complaints, zero investigations, and zero recalls.

Another difference between RWD and AWD IS 300 models is the chosen transmission, the RWD model getting a sophisticated eight-speed automatic and this AWD version making do with a less appealing (at least from a marketing perspective) six-speed autobox. The eight-speed unit includes quicker shifting Sport Direct Shift Control too, transmission technology originally designed for the IS F, although the six-speed is a Super Electronically Controlled Transmission (Super ECT), whatever that means. Suffice to say that one is built for comfort and one for speed, with the AWD model getting smooth, linear response to input, but not the fastest shift interval times.

This brings us to the real meat of the IS 300 RWD/AWD issue, the former actually being last year’s IS 200t with a new name. Isn’t that sneaky? The only difference between the 2017 IS 200t and the 2018 IS 300 is the badge on the trunk lid, being that both have identical 2.0-litre four-cylinder engines making 241 horsepower and 258 lb-ft of torque. Oddly, while the IS 300 AWD being tested here includes a carryover 3.5-litre V6, output has been bumped by 5 horsepower to 260, with torque remaining the same at 236 lb-ft. And yes you read that right, the little turbo-four makes an additional 22 lb-ft of torque, plus max twist arrives 350 rpm sooner within the rev range at 1,650 instead of 2,000. Both engines get direct injection and Lexus’ Dual Variable Valve Timing with Intelligence (VVT-i), and have a reputation for quality and dependability.

As you can likely imagine the smaller engine is better on fuel, its Transport Canada rating claimed to be 10.6 L/100km in the city, 7.3 on the highway and 9.1 combined, while the V6 gets an estimated 12.3 city, 9.1 highway and 10.9 combined.

While the base IS 300 seems like the better choice on paper, it will really come down to personal preference and/or price, with the RWD model starting at $41,050 and the AWD version hitting the road at $43,600, plus freight and fees of course, these prices found at CarCostCanada.com, along with important information about possible rebates and even invoice pricing that can save you thousands when purchasing.

Seat of the pants differences include a sportier, edgier, lighter weight feel from the IS 300 RWD compared to a smoother, more refined, and arguably more premium experience in the IS 300 AWD, with the latter also delivering a more satisfying exhaust growl. Still, while the AWD model comes across as a bit less enthusiastic, it’s nevertheless a sporty sedan that’s plenty of fun to charge down a deserted side road and throw into a fast-paced corner. You’ll be more likely to do that mid-winter in the AWD version as well, which might be reason enough to choose the 70-kilo (154-lb) heavier model—the IS 300 RWD weighs in at 1,625 kg (3,583 lbs) and the as-tested IS 300 AWD hits the scales at 1,695 kg (3,737 lbs).

Another alternative that deserves mention is the IS 350 AWD noted earlier. It remains at the top of this car’s trim echelon, hefting an identical curb weight to the IS 300 AWD and powered by the same 3.5-litre V6, yet making 311 horsepower and 280 lb-ft of torque. It starts at a reasonable $53,100 and comes standard with many of the same features that were optional on my IS 300 AWD tester, so it’s worth a look if you’ve got your eye on an IS.

Purchasing in mind, Lexus is no longer at the top of some third-party quality indexes, with the most recent 2018 J.D. Power and Associates U.S. Initial Quality Study (IQS) placing Hyundai’s luxury division Genesis in the lead and Toyota’s luxury division improving on last year’s best of the rest score (below average at 15th overall and sixth amongst 14 luxury brands) to eighth overall and fourth amongst luxury brands.

Keep in mind that J.D. Power “quality” factors are murky at best, being that quality has as much to do with complaints about owners’ difficulties using infotainment system interfaces as cars breaking down at the side of the road, yet an improvement of 11 points, which resulted in Lexus’ sole two-digit (99-point) score, makes it number one overall in the same firm’s 2018 Vehicle Dependability Study (VDS), which also means it’s no longer tied for first place with Porsche.

Consumer Reports annual reliability survey (fortunately renamed “Annual Report on Car Performance, Reliability, Satisfaction & Safety”) rated Lexus number one last year, but like J.D. Power, that lead was trumped by South Korea’s Genesis for 2018, with the Japanese brand actually falling all the way down to fourth behind Audi and BMW. This said the study includes experiential road test analysis from their own team of reviewers, information that is hardly data driven and therefore has nothing to do with reliability. There are other studies that rank Lexus first or close to it, especially when dependability is the core criterion being compared, so suffice to say it’s one of the safer bets when it comes to short and long term reliability.

As for resale values, the IS ranked second in the 2017 Canadian Black Book Best Retained Value Award’s “Entry Luxury Car” category, but it didn’t make the top three for 2018 (the ES ranked third in the same category this year). The Mercedes CLA was first, incidentally, a smaller car that doesn’t directly compete with the IS, while the Volvo XC70 was second, this being a discontinued crossover wagon that really can’t be considered entry-level luxury as it was sized larger and priced higher than the more comparative V60 Cross Country, their true entry crossover wagon. More specific to the IS, there’s no reason to think this 2018 model’s resale value will be any weaker than it was when it placed second last year.

After all, the 2018 Lexus IS delivers strong performance, impressive comfort, good quality, a wide assortment of features, a fairly long list of advanced safety systems, better than average expected reliability, and reasonable value when comparing it to similarly equipped German competitors. It’s one of the smarter choices in its class.

When your head spins and eyes peel to catch a glimpse of the fabulous looking new Jaguar F-Pace sport utility driving by, you can be forgiven for not knowing whether it’s a 2017 or 2018 model. After…

New Car Reviews

2018 Jaguar F-Pace 25t AWD R-Sport Road Test

When your head spins and eyes peel to catch a glimpse of the fabulous looking new Jaguar F-Pace sport utility driving by, you can be forgiven for not knowing whether it’s a 2017 or 2018 model. After all, the larger than average compact luxury SUV has only been around since the former model year, so therefore its styling remains the same. Then again, if you hear the unique sound of a performance-tuned turbocharged four-cylinder engine, take note, as you’ve just witnessed a brand new 2018 F-Pace 25t or 30t blast past.

The new gasoline-powered, turbocharged and direct-injected Ingenium 2.0-litre four-cylinder engine was first introduced to the 2018 Jaguar F-Type sports car last year, providing a new more affordable entry-level trim for attracting more sports car fans to the beautiful two-place coupe and convertible. Since then, both the F-Pace and the XE compact sport-luxury sedan have been given the same value-added treatment, which Jaguar hopes will make them more appealing in their respective market segments.

Specifically to the SUV being reviewed here, the already popular F-Pace receives a $650 price drop from $50,900 last year to $50,250 this year, while the 20d turbo-diesel, last year’s base engine, gets a minor $350 price increase to $51,250.

Along with the reduced pricing comes dramatically improved performance in base trim, the 20d being highly efficient yet not as quick as the new gasoline-powered turbo-four. By the numbers, the new F-Pace 25t AWD model’s zero to 100km/h sprint time drops to just 6.8 seconds from 8.7, while its top speed increases from 208 to 217 km/h.

This newfound energy is due to differences in the way gasoline and diesel engines make their power and torque, in this case the 25t good for 247 horsepower at 5,500 rpm and 269 lb-ft of torque from 1,200 to 4,500 rpm, while the 20d makes 180 horsepower at 4,000 rpm and 318 lb-ft of torque from 1,750 to 2,500 rpm.

As noted the tradeoff is fuel-efficiency, with the F-Pace 25t AWD estimated to achieve a Transport Canada five-cycle fuel economy rating of 10.7 L/100km in the city, 8.8 on the highway and 9.9 combined, and the F-Pace 20d AWD good for a claimed 8.9 city, 7.2 highway and 8.1 combined, a considerable savings even before factoring in the price of diesel fuel, which is less expensive in most jurisdictions. Your choice will come down to priorities. The performance option is now standard, while a mere $1,000 bump upwards for the turbo-diesel makes it a viable option for those wanting to eke as much distance as possible out of a tank of fuel.

The new 2.0-litre turbo-four comes standard with aforementioned base Premium trim, as well as mid-range Prestige trim that starts at $54,750, and my test model’s performance-oriented R-Sport trim that can be had for $60,000.

Earlier in this review I mentioned the F-Pace 30t, which is an even more potent version of the 2.0-litre Ingenium turbo-four. It starts at $52,750 and can be had in all of the above trims, while it also becomes the new base engine for the more feature-filled $67,200 Portfolio model, this engine putting out 296 horsepower and 295 lb-ft of torque for a 6.0-second sprint from zero to 100km/h and a top speed of 233 km/h. Despite the much-improved performance, fuel economy is only minimally affected at just 10.9 L/100km city, 8.7 city and 9.9 combined.

Lastly, the F-Pace can also be had with a 3.0-litre supercharged V6 that’s good for 380 horsepower and 332 lb-ft of torque, making the so-named F-Pace S AWD a full half-second faster from zero to 100km/h than the F-Pace 30t AWD, with a quickest time of 5.5 seconds and higher terminal velocity of 250 km/h.

As part of Jaguar’s overall value proposition, the F-Pace receives standard all-wheel drive, while this four-season advantage is also joined up to a highly efficient, quick-shifting eight-speed ZF automatic that includes auto start/stop, which shuts the engine off when it would otherwise be idling in order to save fuel and reduce emissions. Also included is the brand’s trademark space-saving rotating dial gear selector that wows passengers by powering upwards at startup, plus shift paddles on the steering wheel come standard.

Like most Jaguars, the F-Pace is built using lightweight, recyclable aluminum body panels, internal framework and chassis components, which sets it apart from the majority of its competitors. Of course, such significant mass reduction not only minimizes fuel usage, but also helps the F-Pace achieve all the straight-line acceleration numbers mentioned earlier, while benefiting braking and handling as well.

My tester’s 255/50R20 Michelin Latitude Tour HPs on twinned five-spoke alloys were a step up from the base 19s, the wheel and tire upgrade part of R-Sport trim that also adds uprated 350-mm front brake rotors for improved stopping power if you opt for the more formidable 30t engine, while less potent models like my loaner rely on 325-mm front discs that still provided strong, linear braking capability with minimal fade after repeated stomps on the pedal.

And there really is a need for better braking, as the combination of a lighter engine with stronger performance makes for a much sportier base F-Pace. When not trying to make the most of my tank of fuel by tapping the console-mounted JaguarDrive Control rocker switch into Eco mode, I kept it north of Normal in Dynamic sport mode, which stiffened the steering and energized the throttle mapping for a more exciting drive, the 25t AWD feeling even more athletically inclined than the 20d through the curves due to its ability to get more power down to the wheels mid-corner, while the note of the higher revving engine sounds more spirited as well.

Jaguar also includes a Rain/Ice/Snow mode, important for the ever colder winters we’ve been experiencing lately, not to mention jaunts up the ski hill during that cold season or mucking ones way out of a muddy back road after a rainy summer weekend away at the cottage. Together with the all-wheel drive system, All Surface Progress Control for even more grip in slippery conditions, plus brake-system applied torque vectoring to improve handling and stability at higher speeds, the F-Pace is one of the more confidence inspiring SUVs in its class.

Good visibility is as important a confidence builder as anything else, and to that end the R-Sport creates more day-like light at night than the base model’s halogen headlights with daytime running lights (DRLs), as well as the Prestige model’s bi-function Xenon headlights with signature “J” blade LED DRLs by adding full LED headlamps with adaptive corning capability and auto high beam assist, these also adding a more sophisticated look.

Along with the LED headlamps the R-Sport gains visual impact via an exclusive body styling and exterior trim kit comprised of a sportier front bumper design, satin-chrome front fender “power vents” with R-Sport badges, body-colour R-Sport door claddings with grained matte black finishers, and more, which makes the addition of standard blindspot monitoring with reverse traffic detection all the more important—we wouldn’t want to scratch all that sporty bodywork now, would we?

The front and rear parking sensors pulled up from Prestige trim help in this respect too, that mid-range model also providing the R-Sport with headlight power washers, a powered steering column with memory, cool soft glowing mood lighting, a very accurate and easy to program navigation system, and more.

All F-Pace R-Sport models get the most important advanced driver assistance systems too, including collision warning with autonomous emergency braking and lane monitoring with lane keeping assist, while a driver condition monitor makes sure you’re not falling asleep at the wheel.

Additionally, you’ll be stepping over R-Sport branded metal treadplates to get inside, where you’ll also find exclusive bright sport pedals, a satin chrome console storage surround to go along with the satin chrome touchscreen surround that also gets pulled up from Prestige trim, perforated grained leather upholstery, and more.

Lastly, some highlights from base Premium trim that remain part of this R-Sport model include proximity access and ignition, an electromechanical parking brake, a garage door opener, rain-sensing wipers, touch-sensitive JaguarSense switchgear for the LED overhead lights, an auto-dimming rearview mirror, auto-dimming and power-folding heatable side mirrors with approach lights and memory, driver’s seat memory, dual-zone auto climate control, a large 8.0-inch infotainment touchscreen with attractive graphics and an easy-to-use layout, an excellent backup camera with dynamic guidelines, great sounding 11-speaker 380-watt Meridian audio, satellite radio, Bluetooth audio streaming, a massive panoramic sunroof, a powered liftgate, a reversible load floor that switches from luxury carpeting to a more washable rubberized surface, more convenient 40/20/40 split-folding rear seatbacks that allow longer items like skis down the middle while rear occupants enjoy the more comfortable window seats, a commodious 648-litre (22.9 cubic-foot) cargo compartment (948 litres or 33.5 cubic feet by U.S. EPA standards) that expands to a generous 1,798 litres (63.5 cubic feet), etcetera.

Incidentally, the fully configurable 12.3-inch HD TFT Virtual Instrument Display you may have already seen in a photo as part of this review isn’t standard with the F-Pace or this R-Sport trim, but rather it’s an upgrade (from a regular analogue gauge cluster with a 5.0-inch colour multi-info display) that comes as part of the $3,320 Technology Pack, which also includes an enhanced InControl Touch Pro Navigation system on a larger 10.2-inch widescreen display; InControl Pro Services featuring a door-to-door route planner companion app, the ability to share your ETA, a Commute Mode that learns your regular route and automatically advises of traffic problems and possible detours, plus an Arrival Mode that displays an interactive 360-degree street view of your destination; and a sensational Meridian surround sound system with Trifield Technology, 825 watts of power through 16 amplifier channels, 17 speakers including a sub, Advanced DSP, Audyssey MultEQ equalization, and dynamic volume control.

Jaguar also added a $440 heated front windshield, a factory-installed $720 tow hitch receiver, and finished the outer panels in no-cost Fuji White paint (one of 12 colour choices), while its complete lack of exterior chrome trim meant that a $510 Black Pack R-Sport trim package replaced the metal brightwork surrounding the grille, side power vents and side window surrounds with Gloss Black, while the mesh grille itself was also glossy black, as were the otherwise body-colour door cladding finishers.

My tester also featured no-cost Oyster medium grey leather with cool looking light green contrast stitching (Ebony with white stitching, two-tone Ebony/Pimento with red stitching, and two-tone Ebony/Light Oyster with light grey stitching are no-cost options too), this found across the dash, down the sides of the centre stack/console, on the door panels, the armrests and the seat upholstery, while the R-Sport model’s standard piano black lacquered instrument and door panel inlays were replaced with $260 Etched Aluminum ($410 worth of Satin Burr Ash hardwood is also available).

While the F-Pace 25t AWD R-Sport that Jaguar loaned to me for my weeklong test was nicely outfitted, there were many more features that could have been added to this specific trim, such as an $1,130 Adaptive Dynamics Pack featuring configurable electronically controlled dampers and Adaptive Surface Response (ASR); a $2,040 Comfort and Convenience Pack with cooled front seats, heatable rear outboard seats, power-reclining rear seatbacks, rear seat remote release levers, and a gesture liftgate; a $2,350 Luxury Interior Pack with illuminated treadplates, a Suedecloth headliner, four-zone climate control, an air quality sensor, a cooled glove box, configurable mood lighting, premium carpet mats, and two 12-volt power sockets in the second row; a $3,320 Driver Assist Pack including a surround parking camera, a 360-degree Parking Aid, semi-autonomous Park Assist self-parking, traffic sign recognition, an Adaptive Speed Limiter, and Adaptive Cruise Control with Queue Assist and Intelligent Emergency Braking.

Finally, standalone features not yet mentioned include $160 cargo storage rails, $360 InControl WiFi, a $410 waterproof Activity Key that wears like a bracelet while swimming or doing other outdoor activities, a $490 full size spare tire on a matching alloy wheel, a $1,020 head-up display, and myriad wheel and tire options.

If I could find a weakness it’s the use of subgrade hard plastics in unusually visual areas, such as the shroud above the primary gauge cluster. Bizarrely, the Toyota Corolla I was testing during the same week featured a much more upscale surface treatment in the same area, but like the F-Pace its glove box lid and lower door plastics were also made from hard shell plastic, something you’d never find in a competitive BMW X3. Such blatant cost cutting is obviously not an issue for the thousands of luxury buyers that have stepped up to Jaguar’s largest and priciest SUV, but plenty of others may have been turned off, so the British brand may want to address this issue by upgrading key areas done better by competitors.

Speaking of market growth, before the F-Pace arrived Jaguar had zero SUV sales, but after just seven months on the market it had found 1,289 buyers, while after a full 12 months of sales ending on December 31, 2017 the F-Pace managed 2,612 deliveries, placing it eighth out of 14 competitors. What’s more, the F-Pace clearly leads all other Jaguar models in sales, proving once again how important sport utilities are to a brand’s bottom line.

While the F-Pace is up against some serious competitors, the market segment led by Audi’s all-new Q5, Acura’s completely redesigned RDX, Mercedes’ still fresh GLC, Lexus’ edgy NX, and BMW’s fully reworked X3, just to name a handful, it’s easily one of the sportiest of its ilk, arguably one of the best looking, and no doubt one of the most practical due to its larger than average size. Its newfound increase in base performance and slight decrease in price should only help it gain more traction in its segment, which bodes well for a positive future. Now the question remains whether you’ll be part of its success story.

Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling…

New Car Reviews

2018 Acura MDX SH-AWD Elite Road Test

Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling dedicated three-row model in its mid-size luxury class since 2005. How have they done it? Value.

When I say value, I’m not just talking price. In fact, according to CarCostCanada.com, Canada’s best resource for new vehicle pricing, invoice pricing, rebate information and more, the MDX is not the least expensive three-row SUV in its segment, that attribute (if being cheapest is even considered appealing amongst premium buyers) achieved by the $48,000 Buick Enclave, which is followed closely by the $48,195 Infiniti QX60. The MDX sits third in three-row, mid-size, premium-branded affordability, its 2018 pricing starting at $54,090 plus freight and fees. So why did 20 percent fewer Canadians choose a QX60 and 40 percent less opt for the even cheaper Enclave?

Value is never solely about price, especially in the luxury sector. Overall build quality and refinement are often more important, as well as mechanical sophistication and performance, digital interfaces and other convenience features, advanced driver assistance and safety features, practicality and functionality (these last points particularly true amongst sport utilities), plus reliability, styling and brand cachet that impact residual/resale values. The MDX gets high marks for most of the above, and therefore gets rewarded with consistently strong sales.

Acura addressed styling last year, when a mid-cycle update transformed the frontal design with its new trademark “Diamond Pentagon” grille. The MDX was already ahead of its peers with respect to lighting, its advanced “Jewel-Eye” LED headlamps and LED taillights standard across the line, but many of the SUV’s other design details were enhanced as part of the redo as well.

The refreshed MDX’ interior remained mostly carryover, but for 2018 Acura has added some user-friendlier tech. Specifically, the standard 7.0-inch capacitive touchscreen now includes Apple CarPlay and Android Auto smartphone integration, a bonus for iPhone users due to Apple’s much better interface, plus useful to Android phone owners that can make it work.

To be clear, while I like Android-based phones and have owned many from Samsung, Sony, Asus and Huawei, I’m not a fan of Android Auto. It normally hooks up quickly enough, but its capability is limited and graphic interface dismal. My problem in this case came down to the MDX infotainment system’s inability to recognize that my phone was connected to the correct USB (the one with the smartphone graphic), so there was no Android Auto for me. This could have something to do with the 2016 Huawei GR5 I was using, but it’s a relatively common phone in my parts (up until recently providers were giving it away for free with a two-year contract) and therefore shouldn’t be a problem, plus it hasn’t posed a problem when connecting to other brands’ infotainment systems.

As for Acura’s other 2018 MDX promise, which includes more logically organized functions and an operating system that’s 30-percent faster when responding to inputs, I can attest to both. It’s certainly a better laid out interface than the previous one, but that’s not saying a lot. Unfortunately it remains one of my least favourite infotainment systems to use, and that’s despite being noticeably quicker as well. Somehow Acura has created a system that uses twice as many displays to perform half as many functions, or at least that’s how it seems when trying to perform various tasks. My advice? Acura should study the latest iPad and Samsung tablets, and then do their best to mimic their various functions, such as pinch or swipe capability, without infringing on copyright laws. That’s what Tesla, Volvo, and others have done, and consumers have responded well, while pundits, like me, have given them multiple awards. Acura won’t win any awards for this infotainment system, even with the upgrades.

It’s a shame because the rest of the interior is superb. My tester was finished in top of the line Elite trim, which meant its Black Limba or Olive Ash Burl wood inlays, found across the instrument panel, door panels and lower console bin lid, were real, its perforated Milano leather seat upholstery featured contrast stitching and accent piping, and its feature set was upgraded to include a really useful surround view parking camera, a great sounding 546-watt ELS Studio audio upgrade with Dolby Pro Logic II, 12 speakers and a sub plus more, rear DVD entertainment with an “Ultrawide” 16.2-inch display, a remote, two wireless headphones, and an HDMI input jack, four USB charge points, a 10-way powered front passenger seat, ventilated front cushions, and that’s just on the inside.

Outside, the Elite gets attractively painted front and rear lower skid garnishes, nice looking vertically stacked LED fog lamps, a sharp looking set of 20-inch alloys, always helpful front and rear parking sensors, plus roof rails up top, while a fuel-saving, emissions reducing engine idle start/stop system gets added under the hood.

I should also point out the Milano leather upholstery was pulled up from mid-range Tech trim, as were the auto-leveling headlamps, auto-dimming power-folding side mirrors, rear door proximity keyless access, a 115-volt household-style AC power outlet, and a set of heatable rear outboard seats.

Notable MDX Elite features not yet mentioned that get pulled up from Navi trim include perimeter/approach puddle lights, rain-sensing wipers, an upgraded HVAC system with sun position detection, navigation, voice activation, hard drive media storage, AcuraLink connectivity, blindspot monitoring, rear cross traffic assist, and more.

On the subject of safety, all MDX trims get standard AcuraWatch auto-sensing and driver-assist technologies such as road departure mitigation, lane departure warning, forward collision warning, lane keeping assist, and collision mitigation braking with pedestrian detection resulting in an IIHS best Top Safety Pick rating and five-star NHTSA status, once again driving home the MDX’ value proposition.

Lastly, items pulled up to Elite trim from the base MDX include automatic high beams, remote engine start, proximity keyless access, pushbutton ignition, an electromechanical parking brake, a powered steering column, ambient lighting, adaptive cruise control with low-speed follow, a colour TFT multi-info display, an auto-dimming rearview mirror, tri-zone auto climate control, a multi-angle backup camera with dynamic guidelines, text message and email reading capability, Siri Eyes Free, satellite radio, a 10-way powered driver’s seat with two-way powered lumbar and two-position memory, heated front seats, a heatable leather-wrapped steering wheel, a garage door opener, a powered moonroof, a powered liftgate, and much more.

When you combine other standard items that aren’t included in upper trims, like 18-inch alloy wheels, the base 432-watt eight-speaker audio system, a slightly lower grade of leather upholstery (but genuine leather nonetheless), a less adjustable eight-way powered front passenger’s seat, etcetera, with the comprehensive list above, it’s easy to appreciate how much bang you get for just $53k, while the near top-line Elite shown here starts at $65,360.

To put this price in perspective, that’s less than where the BMW X5 and Mercedes-Benz GLE start out, once again driving home the MDX value proposition. What’s more, the MDX comes standard with a direct-injected 3.5-litre V6 that’s good for 290 horsepower and 267 lb-ft of torque, a sophisticated nine-speed automatic transmission with standard steering wheel paddles, and Acura’s much-respected torque-vectoring Super-Handling All-Wheel Drive (SH-AWD), which was recently upgraded to include a twin-clutch rear differential that directs torque between front and rear wheels, as well as side to side, for faster, smoother cornering and ultimately better traction. When combined with its amplitude reactive dampers and Agile Handling Assist brake torque-vectoring technology, SH-AWD helps the MDX’ rigid body structure and nicely sorted front strut and multi-link rear suspension to manage fast-paced curves well, while providing a comfortable, compliant ride.

Making matters better still, Acura includes something it calls an Integrated Dynamic System (IDS), which includes a Sport mode that quickens throttle response, allows for higher engine revs between shifts, adds steering weight, and sends more torque to the outside rear wheels amid corners to improve turn-in, while it also enhances engine sound. Of course I employed Sport mode often, although I also made sure to leave it in Comfort mode when traveling at regular speeds, especially when managing rough patches of tarmac.

Along with its impressive ride and handling, the MDX remains wonderfully quiet, even when the outside world seems loud and chaotic, and when driven modestly the big SUV proves quite efficient with a claimed combined city/highway fuel economy rating of 10.7 L/100km when fitted with the Elite’s auto start/stop system, or 11.0 L/100km without. It should also be noted the top-line MDX Sport Hybrid receives an even more agreeable 9.0 L/100km combined city/highway rating, while boosting output to 321 net horsepower and 289 lb-ft of torque—something to consider if you want a best-of-both-worlds alternative.

In other good news, after multiple weeklong MDX test drives I’m finally fully acclimatized to its unorthodox gear selector, which is basically a row of buttons plus a single pull-tab-like reverse switch, culminating at the just-noted IDS button. It remains unnecessarily complicated, and could potentially turn off as many uninitiated prospects as it turns on tech geeks, but suffice to say it works well enough once you get used to it, and it looks pretty cool.

That it doesn’t do anything to minimize space usage which would otherwise be taken up by a shift lever, and arguably adds to the level of visual clutter a driver needs to deal with are separate issues altogether. At least it provides some sense of occasion to a cabin that could also benefit from a modernized primary gauge cluster, the latter having yet to be upgraded to a fully configurable digital TFT display, plus, of course, the as yet imperfect dual-display infotainment system chastised earlier.

Other than these few quibbles, the 2018 Acura MDX is a fine SUV deserving of its ardent following. Its inherently well engineered mechanicals provide stronger than average performance, a high level of refinement, reasonably good fuel economy and dependable reliability, while its solid construction makes it feel bulletproof, its superb standard safety set adds to its confidence-inspiring demeanor, and its comfortable and accommodating interior makes it easy to live with no matter the size of occupants or load. Now all you need to decide on is which MDX trim level and colour you want.

Infiniti has been electrifying its luxury car lineup since 2011, but so far it hasn’t gone so far as to bring a full EV to market, instead relying on hybrids to fill the bill. This said its mid-size…

Latest News

Upcoming electric vehicle platform promises big changes ahead for Infiniti

2018 Infiniti Q Inspiration Concept — The Q Inspiration Concept, introduced earlier this year, has inspired a new electrified vehicle platform. (Photo: Infiniti)

Infiniti has been electrifying its luxury car lineup since 2011, but so far it hasn’t gone so far as to bring a full EV to market, instead relying on hybrids to fill the bill.

This said its mid-size E-segment Q70 Hybrid is no longer available in Canada and appears to have disappeared from its U.S. division’s website for 2019 as well, but the smaller Q50 Hybrid remains a formidable challenger in the D-segment thanks to a brand-wide focus that’s always been as much about efficiency as performance— seven years ago the original M35h set an official Guinness world record for fastest acceleration from a production hybrid. Still, while a strong effort so far, these two models only represent the beginnings of Infiniti’s road to electrification.

Such was made clear by Nissan chief executive officer Hiroto Saikawa who, as part of his address at the Automotive News World Congress in January, told the audience that the Infiniti brand would almost entirely be comprised of electrified vehicles after 2021, and furthermore he predicted that half of the luxury division’s sales would either feature a hybrid or a pure electric powertrain by 2025.

Based on calendar year 2017 sales of 153,415 units globally (which was an increase of 11 percent over 2016), this means about 75,000 new Infiniti vehicles will be rolling off of Infiniti production lines with electrified powertrains in just seven years.

According to Saikawa, Infiniti will rely on parent company Nissan’s new range-extending electric motor-powered technology dubbed ePower for future hybrid powertrains, a system that applies a unique EV strategy.

First off, unlike plug-in hybrids that are gaining popularity today, the ePower system can’t be plugged in. What’s more, it doesn’t use its gasoline-powered internal combustion engine (ICE) for propulsion, but rather it merely recharges the battery, which in turn powers an electric motor that drives the wheels.

Infiniti’s future electrified vehicle platform architecture, announced in April during a special Auto China preview event at the Infiniti Brand Experience Center in Beijing, has been heavily inspired by the recent Q Inspiration concept first shown at January’s Detroit show. Infiniti plans to produce an electrified vehicle on this new platform as one of five upcoming models to be built in China.

“Infiniti is developing a new platform for electrified vehicles inspired by the Q Inspiration concept car, which shows the new design language for the age of autonomy and electrification,” said Infiniti chairman and global president Roland Krueger. “We very much had China in mind when designing the Q Inspiration, which shows a very sporty, performance-oriented electric concept, with a much bigger interior space.”

While China has become a global leader in automotive powertrain electrification in recent years, new trade disputes between the second-largest global economy and the current U.S. administration governing the world’s largest economy, may result in strategies changing for Infiniti and other manufacturers already importing vehicles across the Pacific or considering doing so.

Of note, the Q Inspiration concept is not only being touted as inspiration for future Infiniti electrified vehicles’ platform architectures and powertrains, but is also said to be reflective of future Infiniti styling.

“The Q Inspiration concept car takes the traditional sedan architecture to its next stage of evolution,” said Karim Habib, Infiniti executive design director. “A shift towards smarter, more compact and less intrusive powertrains; We were able to create an alternative form with flowing gestures, more engaging in character and more enriching in experience. With its long cabin, balanced proportions and muscular stance, the concept heralds in a new era for Infiniti models.”

Considering that Honda was one of the first automakers to arrive on the market with a modern-day hybrid, all the way back in 1999 with the first-generation Insight, it’s had spotty success in its quest…

Latest News

Honda opts for conventional good taste with new 2019 Insight hybrid design

The new 2019 Honda Insight has honest good looks on its side, which should give it a leg up as it tries to pull HEV buyers’ attention away from the longstanding best-selling Toyota Prius. (Photo: Honda)

Considering that Honda was one of the first automakers to arrive on the market with a modern-day hybrid, all the way back in 1999 with the first-generation Insight, it’s had spotty success in its quest to electrify the world’s highways and byways.

The original Insight actually beat the Toyota Prius to North American markets, but Honda’s unusual choice of equipping that early model with just two seats meant that it didn’t meet the needs of most buyers. Its lack of an automatic transmission during the first year didn’t help matters either, both shortcomings allowing the four-door CVT-equipped Prius that arrived here the following year to steal the hybrid show. The rest, as they say, is history.

On that note I won’t go into too much detail about Honda’s unenviable HEV past, all of which was covered in my otherwise positive Accord Hybrid review last year, but despite its hit and (mostly) miss two-decade electrification strategy we’ve all got to give the Japanese brand big points for courage.

Such steely nerve is especially true of its recent decision to once again dust off the aforementioned Insight nameplate for the upcoming 2019 model. After all, Honda’s Insight not only failed from a commercial standpoint from 1999 to 2006, but also suffered a second unceremonious death after a short-lived attempt at resurrection from 2009 through 2014. Still, the upcoming 2019 Insight looks like a winner.

The Insight prototype was introduced at Detroit’s 2018 North American International Auto Show in January, followed by simultaneous introductions of the production version in March at the 2018 New York International Auto Show and 2018 Vancouver International Auto Show, with most pundits giving it two thumbs up for styling.

“The Honda Insight shows consumers that the efficiency of a hybrid car doesn’t mean sacrificing style, refinement or performance,” said Jean Marc Leclerc, Senior Vice President of Honda Canada Inc. “The Insight is another symbol of a new era in the evolution of Honda electrified vehicles, where customers can have everything they want with no compromises.”

The Insight doesn’t stray too far away from the new 2018 Accord when it comes to styling, but it shares some design elements with the compact Civic as well, while it’s also sized much closer to Canada’s best-selling car. In fact, the new Insight shares its platform architecture with the current 10th-generation Civic, not to mention many of that car’s hard points like the entire roof section, so all of Honda’s HEV fans who are still patiently waiting for an update of the previous-generation Civic Hybrid can now rejoice—this is it.

In a press release that came out as part of its Vancouver launch, Honda called the new Insight a “premium compact sedan,” and while the term premium is normally reserved for luxury branded models like Acura’s ILX, such could just as easily be said for the current Civic in top-line Touring trim. Still, Honda promises “premium cabin appointments” such as “a soft-touch instrument panel with real stitching, ergonomically sculpted seats,” and more.

Honda also touts a number of premium-level Insight engineering enhancements such as better ride quality, a quieter cabin, and, of course, gains in efficiency.

Aiding overall lightness, the Insight’s Advance Compatibility Engineering (ACE) body structure gets an exclusive aluminum hood, while extra sound insulation in the engine bay, behind the front firewall, inside the fenders, and under the front and rear floor improves noise, vibration and harshness levels.

Like the Civic, the new Insight benefits from a fully-independent suspension system with Macpherson struts up front and a multi-link design in the rear, improving ride quality and control during performance driving or accidence avoidance, while the top-tier Insight Touring will benefit from liquid-sealing compliance bushings front and back to further refine the ride.

The Insight also utilizes the Civic’s variable-ratio dual-pinion electric power steering system, causing less drag on the powertrain than hydraulic designs, yet still providing direct response to input to satisfy performance fans.

Unlike the Civic, the new Insight will adapt regenerative braking to a mechanical (friction) electro-servo braking system, harnessing some of the kinetic energy that would otherwise be lost, and repurposing it to the ancillary electrical system.

The new Insight is powered by Honda’s third-generation two-motor hybrid system, consisting of a 1.5-litre Atkinson-cycle internal combustion engine (ICE), an electric propulsion motor, plus a 60-cell lithium-ion battery pack, resulting in 151 net horsepower and 197 lb-ft of electric motor torque.

Honda says the Insight mostly operates like a regular series hybrid, which means that its gasoline-powered ICE connects to the generator motor to produce electricity that’s not only directly used to energize the electric propulsion motor, but also stored in the battery pack, after which such stored energy can be used as needed to assist the ICE for powering the wheels. Additionally, the Insight is capable of driving on 100-percent electric power for short distances at slow speeds.

While nothing said so far is particularly new or unique, the Insight also features steering wheel-mounted paddle shifter-style deceleration selectors that let you choose among three levels of regenerative braking performance, depending on driving conditions, while the new model also gets three selectable driving modes, including normal hybrid mode that defaults upon startup, plus “ECON” and “SPORT” modes that require the press of a console-mounted button. There’s also an available “EV” mode button that lets you to drive about 1.5 km (1 mile) at low speeds under electric-only power. This wide variety of settings allows the ability to personalize a driver’s experience to maximize efficiency or performance.

On that note, Honda promises the Insight will deliver the “best power-to-weight ratio in its class,” this partially due to its aforementioned lightweight body structure.

Interestingly, while some competitors place a transmission between the ICE/electric propulsion motor and the drive wheels in order to regulate speed, Honda’s two-motor hybrid system doesn’t require one, but instead the drive axles are powered directly from the electric propulsion motor. At higher speeds the engine and drive axles are connected by a lock-up clutch, which Honda says is most efficient during highway and freeway operation. Also notable, Honda incorporates its unique pushbutton gear selector for getting underway.

Of course, Transport Canada hasn’t provided any official fuel economy estimates yet, and neither has the U.S. EPA, but Toyota’s U.S. division is claiming mileage of “up to 55 mpg” in the city and “50 mpg or better” combined, which when converted to metric equals 4.3 L/100km city and 4.7 or better combined. As expected these are similar fuel economy numbers to official 2018 Prius ratings, so the new Insight is in good company.

Being that Honda is now a leader in advanced driver assistance systems and active safety, the new Insight will come standard with a full suite of Honda Sensing equipment, including forward collision warning, autonomous collision mitigation braking, lane departure warning, lane keeping assistance, road departure mitigation, adaptive cruise control with low-speed follow, and traffic sign recognition. For this reason and more, Honda expects the Insight will achieve best-possible safety ratings from the IIHS, NHTSA, and Euro NCAP.

Standard features in mind, the Canadian-spec Insight will be available in two trims dubbed Hybrid and Touring, with the former including full LED headlamps, LED daytime running lights, LED fog lamps, LED taillights, 17-inch alloys, pushbutton ignition, a 7.0-inch TFT digital primary instrument panel, an 8.0-inch infotainment touchscreen with Apple CarPlay and Android Auto integration, Honda’s exclusive LaneWatch Blind Spot Display that projects a rearward image of the blindspot onto the centre touchscreen when selecting the right-side turn signal, dual-zone automatic climate control, heatable front seats, eight-speaker audio, Bluetooth phone connectivity with audio streaming, and more.

Additionally, the top-line Insight Touring will include rain-sensing wipers, perforated leather seating, an eight-way powered driver’s seat, heatable rear seats, navigation with detailed mapping, 4G LTE Wi-Fi with mobile hotspot capability and Wi-Fi-enabled over-the-air system updates, next-generation HondaLink subscription services, 10-speaker premium audio, a HomeLink garage door opener, a powered moonroof, and more.

While the new Insight appears long, lean and sleek like a four-door coupe, Honda says the rear seating area is generous with “best-in-class rear legroom of 949 mm” thanks in part to a considerable 2,700-mm (106.3-inch) wheelbase, which incidentally is identical to its Civic Sedan donor platform. Likewise its wide track should result in good side-to-side roominess, just like the Civic, making the new Insight comfortably and easy to live with.

On this note, Honda places the Insight’s lithium-ion hybrid battery pack below the rear seats, which still allows for standard 60/40 split-folding rear seatbacks to increase its passenger/cargo flexibility, while trunk space behind those rear seats measures the same sizeable 427 litres (15.1 cubic feet) as the conventionally powered Civic Sedan.

As would make sense, the new Insight is being manufactured next to the Civic, as well as the CR-V, at American Honda’s assembly plant in Greensburg, Indiana, which will no doubt please President Donald J. Trump. Improving its chance of U.S. success yet further, its hybrid battery unit is made in the automaker’s Marysville Auto Plant in Ohio, while the ICE gets produced in Honda’s Anna, Ohio engine plant, which also builds the engine for the Ohio-made 2018 Accord Hybrid.

The new 2019 Insight will arrive at Canadian retailers this summer, at which point it will become the most affordable HEV amongst Honda’s three-strong electrified lineup that currently includes the $39,900 mid-size 2018 Clarity Plug-in Hybrid and more recently launched $33,090 2018 Accord Hybrid. Expect pricing to start below the Accord Hybrid.

Some want the best price they can get, some want luxury above all, and others want something sporty to spice up their daily commutes. It just so happens that Volvo answers all of the above with its base…

New Car Reviews

2018 Volvo XC90 T8 eAWD R-Design Road Test

Some want the best price they can get, some want luxury above all, and others want something sporty to spice up their daily commutes. It just so happens that Volvo answers all of the above with its base Momentum, sporty R-Design, and ritziest Inscription trims, while still providing plenty of value, performance and luxury in each.

When Volvo first introduced its completely overhauled XC90 mid-size luxury SUV for the 2016 model year I tested and reviewed a T6 AWD R-Design, which was such an improvement over its predecessor and so much more competitive against key rivals that it was easy to recommend. I followed this experience up with a 2017 XC90 T8 eAWD Inscription, which increased straight-line performance while replacing some of the R-Design’s sporty detailing for a classier, richer look and feel. For 2018, I was once again given the chance to test the faster T8 eAWD powertrain, albeit in R-Design trim with a sportier wheel and tire upgrade, and I must say it was a match made in heaven.

R-Design trim gives a sporting twist to the inherently elegant XC90, complete with a black mesh grille insert, less chrome and metallic trim, an edgier body-colour and glossy black lower front fascia, satin-silver mirror caps, machine-finish twinned five-spoke 20-inch alloy wheels with black painted pockets (that were upgraded to 22s on my tester), and a body-colour bumper filled with a unique gloss black diffuser-style grille. Together with the XC90’s dramatically penned standard features that include Volvo trademark Thor’s hammer LED headlights and an eye-grabbing set of vertical LED taillights, all set within a gracefully shaped body shell that’s easy on the eyes no matter the angle, the XC90 R-Design is one compelling package.

Along with its outwardly pleasing character the XC90 provides one of the more visually appealing and best executed interiors in the mid-size luxury SUV class, this particular model finished in classic black with satin-silver and optional carbon-fibre detailing, the leather-covered dash, door uppers, armrests and seat upholstery featuring sporty white contrast stitching, the light coloured thread coming standard, but all the fanciful leather made available due to a $3,000 Leather package that also includes rear side sunshades.

Those seats look absolutely stunning, and their standard 10-way adjustability, upgraded to special sport seats with power-extendable lower cushions and expanded side bolstering in the R-Design, made them even nicer on the back than they are to the eyes, with all around good inherent design and no shortage of calibration. Additional interior highlights include gorgeous perforated aluminum speaker grilles for the sensational sounding $3,250 1,400-watt 19-speaker Bowers & Wilkins audio upgrade, plus a jewel-like Orrefors crystal and polished metal shifter, because hey, we all need one of those.

Of course, the XC90’s finer detailing is more of a wants over needs issue, the beautifully detailed diamond-pattern bright metal rotating start-stop knob making a luxury statement all on its own, although it’s backed up by a cylindrical drive mode selector shod in the same dazzling full metal jacket. These last three items are totally unique details that separate Volvo from any other brand, giving its cabin an upscale ambience that wouldn’t feel out of place to a Bentley or Rolls-Royce owner.

Luxury snobs might find that last statement laughable, but truth be told that’s only because we’re all conditioned to believe such highfalutin ultra-premium brands are better in every way then lesser nameplates, yet such is not always the case. The quality of leather, metal and composite workmanship around the XC90’s cabin proves this point, with hard plastic difficult to find and the design, density, fitment, and damping of Volvo’s switchgear second to none.

Likewise, the 8.0-inch digital instrument display is mighty impressive for a standard primary gauge package, not to mention filled with useful functions like navigation directions, phone details, road sign info and more, but the standard 12.3-inch TFT gauge cluster in my R-Design is even more cutting-edge and gets all the same features plus four configurable graphic modes.

Over on the centre stack the XC90’s vertically positioned 9.0-inch tablet-style Sensus touchscreen is better yet thanks to its multi-award-winning infotainment interface with ultra-familiar tap, pinch and swipe gesture controls. Truly, it’s best of the best when it comes to user-friendliness and overall functionality, while its standard feature set, including a backup camera, four-zone climate control, navigation, real-time traffic info, voice activation, Volvo On Call app (with remote start, vehicle tracking, and more), Apple CarPlay and Android Auto smartphone connectivity, audio/radio functions, car settings, etcetera, leaves nothing to the imagination.

Another area of Volvo technology leadership is powertrains. Its singular engine approach is unique in the industry, and I must say quite brilliant. Rather than wasting resources on myriad engine configurations and displacements, the Swedish brand makes one direct-injection turbocharged 2.0-litre four-cylinder Drive-E engine and sources one eight-speed Geartronic automatic transmission before implementing this combination in a variety of ways throughout its entire lineup. A model’s trim level doesn’t denote the powertrain provided, although only the base Momentum is available with the least potent T5 AWD combination, good for 250 horsepower and 258 lb-ft of torque.

Momentum, R-Design and Inscription trims can all be had with either T6 AWD or T8 eAWD drivetrains, both of which feature a turbocharger and a supercharger. This twin charging process allows for a maximum of 316 horsepower and 295 lb-ft of torque in the T6 AWD, and thanks to a complementary Twin Engine plug-in hybrid electric motor/battery combo, a monstrous 400 net horsepower and 472 net lb-ft of torque in the T8 eAWD.

Monstrous probably isn’t the right word to describe T8 eAWD performance, as it’s the most progressively linear 400 horsepower and 472 lb-ft of torque you’ll likely ever experience. I’ve enjoyed the T8 around town, on long high-speed freeway trips and most every other type of roadway in between, and have grown to appreciate its relentless forward thrust as much as its smooth, refined demeanor.

To be clear, it’s fast, but it’s no Mercedes-AMG GLE 63 S or BMW X5 M beater, and it’s not even trying to be. Instead, Volvo has its sights on the Mercedes-Benz GLE 550e 4Matic and BMW X5 xDrive40e, its mid-five second sprint to 100km/h coming milliseconds from matching the former and annihilating the latter by more than a second, while its claimed fuel economy rating is 10.1 L/100km in the city, 8.8 on the highway and 9.5 combined compared to 11.1 L/100km combined for the Merc and 9.9 combined for the Bimmer. Volvo’s small-displacement four-cylinder, twin power and plug-in hybrid combination certainly pays off in performance and at the pump.

Of course, all of the aforementioned SUVs were designed to drive on electric power only for about 30 kilometres before automatically starting up their respective internal combustion engines and continuing on as hybrids—the T8’s battery was upsized this year for an estimated 30.5-km of range from its two electric motors. While 30 km doesn’t sound like a lot, if your commute is short it’s possible to get to and from work without using any gasoline at all, but Volvo more realistically estimates the result of regular charging (which takes about three hours from a 240-volt charger) will reward you with an Le/100km (gasoline litres equivalent per 100 kilometres) rating of 4.7 combined city/highway. That would make a welcome improvement to my fuel budget, considering pump prices for regular in my area are now averaging above $1.50/litre after hitting record highs of $1.65 in May, let alone premium unleaded that shot up to $1.87 last month.

Similar to the formidable yet linear power delivery, the XC90’s ride and handling compromise is wonderfully agile without any harshness. Even with my tester’s optional Pirelli Scorpion 275/35R22s it remained comfortably compliant no matter the road surface, yet pushed hard through a serpentine set of switchbacks it lived up to its European performance pedigree.

Adapting to your mood and/or surrounding conditions, Volvo allows for adjustable steering and Drive-Mode settings, the former modulating between low, medium and high steering assistance, and the latter featuring Comfort, Eco, Dynamic (sport) or Off-Road modes. It’s a quick and easy system to set up, and makes a big difference to how the XC90 drives.

Volvo backs up the XC90’s confidence inspiring performance with a plentiful supply of advanced driver assistance systems, safety having always been core to the Swedish brand’s ethos. It starts with auto on/off LED headlights with active cornering, forward collision warning with autonomous emergency braking (that even includes its own head-up display), lane departure warning with lane keeping assist, and rear parking sensors.

My tester was upgraded with a $2,000 Vision package that adds blindspot monitoring with cross-traffic alert, one of the clearest, most helpful 360-degree surround-view parking monitors in the business, and power-folding auto-dimming side mirrors to go along with the standard auto-dimming rearview mirror inside, while a $2,200 Convenience package included front parking sensors, semi-autonomous Park Assist self-parking, semi-autonomous Pilot Assist self-driving with adaptive cruise control, a Homelink garage door opener and a few other handy items. Lastly, my loaner came with a $1,250 Climate package adding a heatable steering wheel, heated rear outboard seats, and heated wiper blades, making it perfectly suited up for winter ski trips with the entire family.

Additionally, Volvo offers plenty of standalone options, such as a graphical head-up display, a dual-monitor 7.0-inch rear entertainment system, an integrated second-row booster seat, an active air suspension, and more.

I’d be remiss not to jot down some key standard features too. Momentum trim starts at $59,150 for the T5, $63,350 for the T6, and $74,950 for the T8, these prices easily sourced on CarCostCanada.com, along with invoice pricing, rebate information and much more, with standard items not yet mentioned including fog lamps, proximity keyless access with pushbutton ignition and a hands-free powered tailgate, metal treadplates, aluminum interior inlays, rain-sensing wipers, satellite radio, a powered panoramic moonroof, a cooled glove box, rear climate controls, heatable powered front seats with four-way powered lumbar, driver’s memory, mechanical releasing second-row seats, power-folding rear headrests, a semi-automatic load cover, a cargo opening metal scuff plate, active noise control (with engine enhancement), roof rails, and more.

Features not yet mentioned on the R-Design, which starts at $67,900 for the T6 and $80,050 for the as-tested T8, include more sporty styling and trim modifications, a perforated leather steering wheel, exclusive steering wheel paddle shifters that really make a difference to driver engagement, metal pedals, a black roofliner, etcetera, while the Inscription, priced at $69,550 for the T6 and $81,650 for the T8, features a more luxurious exterior and interior design motif including genuine walnut inlays and standard perforated Nappa leather upholstery, plus ventilated front seats with power-adjustable side bolsters, front passenger seat memory, rear sunshades, and more.

No matter the trim, it all comes in an interior that’s extremely comfortable and very roomy. Even the third row was spacious enough for my medium-build five-foot-eight frame to fit in without feeling cramped, leaving about an inch ahead of my knees when the second-row was pushed as far rearwards as possible. I had a couple of inches remaining over my head too, plus ample elbowroom thanks to armrest cutouts. Volvo also provides pillar-mounted air vents for superb third-row ventilation, these identical to those found on the backside of the B-pillars for second-row passengers, while roof-mounted LED reading lights benefit both rear rows.

I wouldn’t expect anyone to gripe about cargo capacity either, with 447 litres (15.8 cubic feet) available aft of the rearmost seatbacks, 1,183 litres (41.8 cubic feet) behind the second-row, and 2,427 litres (85.6 cubic feet) when both rear rows are flattened. What’s more, Volvo adds to XC90 versatility by dividing the second row into thirds in order to fit loads of long cargo like skis down the middle while the two outboard rear passengers enjoy the comfort of window seats (and those aforementioned rear heaters). Additionally, the load floor is almost totally flat when lowered, plus Volvo includes a convenient flip-up divider in the very back for stopping smaller items from shifting forward.

It’s tempting to go on and on describing the exceptionally good build quality of those seats, their folding mechanisms, the solid sound made when each door shuts, the beautiful finishing and fine materials used throughout, etcetera, etcetera, but I’d better leave it there in order to let you enjoy a few surprises for yourself. The XC90 is a superb luxury SUV that you should experience firsthand, after which I’m willing to bet you’ll be hard pressed to leave behind when it comes time to go home.

Porsche is now a septuagenarian, with Ferry Porsche, the well-schooled son of the already acclaimed engineer, peoples’ car creator and past Volkswagen Chairman Ferdinand Porsche, having put the brand’s…

Latest News

Porsche 911 Speedster Concept combines open-top fun with 500 horsepower

2018 Porsche 911 Speedster Concept — Porsche decided to celebrate its 70th anniversary with this gorgeous 911 Speedster Concept. Will it see production? (Photo: Porsche)

Porsche is now a septuagenarian, with Ferry Porsche, the well-schooled son of the already acclaimed engineer, peoples’ car creator and past Volkswagen Chairman Ferdinand Porsche, having put the brand’s first car on the road in 1948.

It all started with the original Porsche 356 ‘No. 1’ Roadster, which received its operating permit 70 years ago on June 8. Speed ahead seven decades and we now have the stunning 911 Speedster Concept that was created to commemorate the momentous occasion.

The 356 was highly advanced for its time, yet by today’s standards it’s as pure as sports cars get. The 911 Speedster Concept is a modern interpretation of that same undefiled spirit, created to provide a purely visceral driving experience, even eschewing a convertible top for a lightweight tonneau cover.

Unveiled at the ‘70 years Porsche sportscar’ anniversary celebrations in Zuffenhausen, Germany, the 911 Speedster Concept’s sheet metal wears a classic two-tone racing livery design that was often multi-coloured yet looked handsome in white on traditional German silver.

The paintwork and everything else came care of the Porsche Motorsport Centre, which is more notably responsible for the 911 GT2 RS, and more recently the GT3 RS. Good company for this 911 Speedster Concept to be rubbing shoulders with, and wouldn’t it be wonderful if Porsche decided to give us a series-production version of this new roadster.

Porsche says the “decision on whether to move ahead will be made in the coming months,” with any result of such choice not materializing until 2019. No doubt it’ll be worth the wait.

Like production 911 Speedsters that came before, the first modern interpretation arriving in 1988 and the most recent example based on the 997 from 2010, the 2018 version gets a set of abbreviated A-pillars set on more of a rearward incline than the current production model, resulting in a shorter more sweptback windscreen frame. The side windows are correspondingly shorter as well, the combination giving the Speedster a “stockier profile with a very low fly line,” says Porsche.

Of course, this is not only reminiscent of both 1988 and 2010 911 Speedster homage models, but more so the original 356 1500 Speedster. That model actually came along in late 1954, after U.S. importer Max Hoffman advised the powers that be in Stuttgart that a lower-cost, decontented open-top model could become a sales success in the American market.

While that original 1955 model had a fabric tonneau cover snapped onto its back, the new 2018 version receives a special one-off carbon fibre ‘double bubble’ cover in similitude of the 1988 and 2010 cars’ designs. The new version covers the area behind the front row where the rear jump seats normally reside, and also masks the rollover protection structure that was never part of the 1988 or 1955 model, while a glossy black backing wraps overtop the front portion of the cover to create a shortened Targa-like look. Just behind, the set of contrasting black slats straddling the buttresses are in fact aerodynamic elements, while a Plexiglas wind deflector is set in the middle, highlighted by an engraved ‘70 years of Porsche’ plaque.

Just in case a downpour threatens to ruin the prototype’s beautiful cognac coloured Aniline leather hides, the Porsche Motorsport Centre team has provided a lightweight tonneau cover that, when attached via eight Tenax fasteners, can protect the 911 Speedster Concept’s cabin from inclement weather, but only when parked. When on the road you’d better keep moving.

The interior in mind, Porsche has kept the true spirit of the 911 Speedster intact by removing weighty features like the navigation, radio and air conditioning systems. Even the steering wheel is purely minimalist thanks to the elimination of ancillary switchgear, while the full bucket sport seats are framed in lightweight carbon.

If you’re wondering what the Porsche Motorsport Centre used for a donor car, look no further than the brand’s 911 Carrera 4 Cabriolet, although the concept’s hood, rear cover and aerodynamic components are made from carbon fibre reinforced composite.

Some stylistic links to Porsche’s motorsport past include headlamp lenses imprinted with “X” markings to denote tape that was often used to preemptively prevent broken glass from littering the racetrack and puncturing tires, while the 911 Speedster Concept also features a 1950s-style gas cap placed in the middle of the hood for quick refueling directly above the tank. Additionally, the side mirrors pay homage to the classic Talbot design that was popular when the 356 was created, while the milled, gold-plated “Speedster” lettering on the thick B-pillars and rear engine cover direct their tribute to the original ‘50s-era 356 Speedster.

Of course, everything is cutting-edge modern under the 911 Speedster Concept’s retrospective skin, its chassis actually pulled from the new 911 GT3, while the low-slung drop-top rides on a set of 21-inch Fuchs alloys featuring “contrasting high gloss polished clover-leaf details,” says Porsche, plus centre locks.

The flat six hidden under the handcrafted rear bodywork spins to 9,000 rpm on its way to making 500 horsepower, while a set of custom titanium tailpipes are put in charge of freeing exhaust gases. And as would only be appropriate, the Porsche Motorsport Centre team made sure a six-speed manual transmission took care of shifting duties.

We’ll soon know if Porsche plans to remove the word “Concept” from the 911 Speedster’s moniker, and thereby provide its legions of sports car fans with a modern-day production version of the storied nameplate. Until then we’ll just have to cross our collective fingers and hope for the best.

News & Reviews- Month: June 2018