March | 2021 | The Car Magazine

It’s no secret that trucks aren’t updated as often as cars, although this has been changing in recent years due to peoples’ tastes shifting from sedans, coupes and wagons to more utility-oriented…

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Redesigned 2022 Nissan Frontier will have you quickly forgetting its antiquated predecessor

It’s no secret that trucks aren’t updated as often as cars, although this has been changing in recent years due to peoples’ tastes shifting from sedans, coupes and wagons to more utility-oriented offerings. No matter, because no one, including those within Nissan’s inner circle, could’ve likely guessed the Frontier would still be trucking along mostly unchanged after 16 years of production.

Currently the oldest non-commercial design available new, Nissan will pass this baton down to its own 370Z when the all-new 2022 Frontier arrives later this year, unless the Japanese automaker shocks us all with an earlier than expected release of the legendary sports car, of which today’s version now has a dozen years to its credit. Both will be important to Nissan’s success, albeit the new 400Z (as most are calling it) is more about enhancing the brand’s performance image, while the Frontier should do a good job of bolstering its bottom line.

Of course, trucks are important for a mainstream brand’s image too, and just by appearances the Frontier should appeal to the masses. That will be important, as Nissan has lost a lot of market share to mid-size pickup competitors, most of which have introduced multiple redesigns since the last Frontier was new. Toyota’s Tacoma remains top of the list, followed closely by GM’s Chevy/GMC Colorado/Canyon (fraternal) twins and more distantly by Ford’s Ranger, which were all discontinued and resuscitated in recent years, and while no definitive word has surfaced about a revised Dodge (Ram) Dakota, Jeep anted up with its highly successful Gladiator a few years ago. Even Honda’s Ridgeline, the only mid-size pickup truck the Frontier still outsells, has seen upward sales momentum since its more rugged 2021 refresh, so it’s a good thing Nissan’s new Frontier will soon be ready to do battle.

The 2022 Frontier arrives with boxier styling that pays some angular homage to the brand’s old Hardbody pickups of the ‘80s and ‘90s, albeit the new look gives more respect to Nissan’s full-size Titan, particularly the front door window cutouts that, like Ford’s F-150, are kinked to aid visibility. It seems influenced by GMC’s just-noted Canyon too, at least before the domestic truck said goodbye to its arguably better-looking rectangular grille and hello to a much deeper, chunkier version this year. Any resemblance to the Canyon will hardly be an issue for Nissan fans, however, as the new Frontier’s styling will be unique enough, is plenty rugged, and boasts lots of up-to-date LED touches.

Speaking of up-to-date, nothing from the old Frontier will be pulled forward into this new iteration’s cabin, which is a very good thing. The new model’s styling has been completely reimagined, and appears so refined that Nissan should really be considering a new Xterra based on the same platform. Where the old truck’s dash is rounded in retrospect, the new design is just as bold and blocky as the exterior styling, although in a more conservatively tasteful way. Stitched soft-touch synthetic appears padded ahead of the front passenger, as do the grip-like sides of the lower centre console, the example shown no doubt in higher-end Pro-4X trim thanks to its sporty orange/red highlights and premium-level finishings.

A mostly analogue gauge cluster features a large colour multi-information display at centre, par for the course these days, which should come packed full of functions, while the sizeable standard 8.0-inch touchscreen atop the centre stack boasts Android Auto, Apple CarPlay and all the other expected base functions, backup camera included, with that parking camera upgradable to an Around View surround monitor seen within a larger 9.0-inch display in higher trims. Likewise, wireless charging (albeit no wireless CarPlay) is now on the options menu, as is nine-speaker Fender audio in the Pro-4X.

Speaking of the Pro-4X, which is Nissan-speak for a serious professional-grade mud-slinging, rock-crawling 4×4, improvements include a special set of Bilstein shocks plus underfloor skid plates covering the transmission and gas tank, while cool red tow hooks can be found up front, and a special orange/red-enhanced version of Nissan’s new logo gets stamped front, back and inside.

The 2020 Frontier (there is no 2021 model) included S, SV and Pro-4X trims (and can be had with zero-percent financing right now), plus a Midnight Edition that won’t likely be repeated for the 2022 model year, but may be revisited at a later date. Reportedly, a sporty Nismo edition will arrive at some point in the future too. The three main trims will once again be offered for 2022, although a more simplified lineup will discontinue two-wheel drive variants in Canada, other than a fleet-only base King Cab S work truck.

This last point clarifies that the smaller King Cab and more accommodating Crew Cab will both make a return, with the former available across the entire model range and the latter only unavailable with base S trim. This said, Canadian Frontier buyers can get Pro-4X with the King Cab, which will be a bonus for those preferring bed space over interior roominess.

Once again, the King Cab provides a six-foot bed, leaving the shorter five-foot bed for the Crew Cab, other than when the long-wheelbase SV model is chosen, which increases the span between axles from 3,200 mm (126 in) to 3,550 mm (140 in).

Unlike the US-spec Frontier that received a new 3.8-litre V6 and nine-speed automatic two years ago, this all-new 2022 model will be Canada’s introduction to the much more advanced, fuel-friendlier combination. The engine puts out 310 horsepower and 280 pound-feet of torque, which should be plenty of fun off the line, highly capable during highway passing manoeuvres, and especially enjoyable when attacking the wild.

Off-roading in mind, all retail Frontiers get Nissan’s part-time shift-on-the-fly 4WD system featuring 2WD, 4HI and 4LO driving modes that connect through to an electronically-controlled transfer case. Hill start assist and hill descent control are included too, while the Pro-4X receives an electronic locking differential.

Standard four-wheel drive means the Canadian-spec Frontier’s maximum tow rating will be limited to just 2,944 kilograms (6,500 lbs), compared to US-specified two-wheel drive models that are good for up to 3,408 kg (7,500 lbs). Both trailer weights are impressive, however, especially when comparing some in this class that can only tow up to 2,268 kg (5,000 lbs).

Wholly on the positive, Nissan’s Safety Shield 360 suite of advanced driving assistive technologies come standard in Canada, including automatic emergency braking with pedestrian detection, blind spot warning, lane departure warning, rear cross-traffic alert with auto-braking, high beam assist, and adaptive cruise control.

The new 2022 Frontier will arrive this summer, with pricing and trim details expected before launch. Until then, make sure to check out our full photo gallery above, and enjoy all the videos Nissan provided below.

The All-New 2022 Nissan Frontier (0:06):

All-New 2022 Nissan Frontier (0:15):

2022 Pathfinder and Frontier Reveal (14.39):

2022 Nissan Frontier LIVE Walkaround & Review (6:40):

How big is the truck bed? | 2022 Nissan Frontier Q&A (0:37):

How much can the Frontier tow? | 2022 Nissan Frontier Q&A (0:33):

2007 Nissan Frontier Driven More Than 1 Million Miles (5:34):

Story credits: Trevor Hofmann

Photo credits: Nissan

Focusing on practical considerations when spending between $120,000 and $220,000 on a new car might not seem rational to those not able to do so, but not providing stowage for multiple bags of golf clubs…

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Porsche gets practical with its new Taycan Cross Turismo EV

2022 Porsche Taycan Cross Turismo — The new Taycan Cross Turismo looks much the same as the regular Taycan coupe up front, other than black body cladding around the fenders and down each side.

Focusing on practical considerations when spending between $120,000 and $220,000 on a new car might not seem rational to those not able to do so, but not providing stowage for multiple bags of golf clubs can be a dealbreaker for plenty of would-be buyers in any class.

Enter Porsche’s Taycan Cross Turismo, a more pragmatic approach to the blisteringly quick, sport-luxury EV revolution. Building on the Taycan four-door coupe introduced last year, Porsche has raised and extended the rear roofline, resulting in a sort of sport wagon-like shooting brake design, not unlike the German brand’s own Panamera Sport Turismo.

Altogether, the new Cross Turismo adds 793 litres (28.0 cu ft) of available cargo capacity for a new maximum of 1,200 litres (42.4 cu ft), which is a big step up from the regular Taycan’s 407-litre (14.4 cu-ft) trunk; not including the 81-litre (2.8 cu-ft) “frunk” (front trunk) included with both models.

If you still need more room, Porsche will supply you with a specially made roof-top cargo carrier that’ll hold fast up to 200 km/h, just in case you want to do a few laps on the track when before heading home from skiing (those who ski at Quebec’s beautiful Mont Tremblant may want to invest in this accessory, being that the fabulous Le Circuit Mont-Tremblant is only a few minutes away in St. Jovite).

Just like the regular Taycan, the new Cross Turismo can manage such speeds and more (from 220 to 250 km/h depending on trim), due to housing the same 800-volt battery-electric plug-in power unit. The impressive lithium-ion Performance Battery Plus provides a total capacity of 93.4 kWh, which should allow the new wagon-style model similar maximum range to the regular Taycan four-door coupe, at about 320 kilometres between charges depending on weather conditions, driving styles and other factors.

One hundred kilometres of range can be had after just five minutes of charging when hooked up to a DC fast charging station, by the way, but expect considerably more time invested for the usual 80-percent top-up during a normal 240-volt charge.

The time to charge will change depending on model chosen too, as will the Taycan Cross Turismo’s performance from standstill to 100 km/h. The “laggard” of the bunch is the base Taycan 4 Cross Turismo, which still blasts past 100 km/h in a speedy 5.1 seconds thanks to its 375-horsepower dual-motor electric powertrain. Upgrade to the 4S Cross Turismo and you’ll see a full second get chopped off its zero to 100 km/h time, due to 482 horsepower at all four wheels.

Porsche hilariously uses its “Turbo” moniker for top-tier trim designations, incidentally, but take heart that few on-road rivals will be laughing at your car’s silly name when it leaves them trailing behind in literal dust. The near top-line Taycan Turbo Cross Turismo makes a respectable 616 horsepower that results in a scant 3.3-second sprint from zero to 100 km/h, while the Turbo S Cross Turismo’s mind-blowing 750-horsepower power unit breaks the 3-second barrier completely, managing the feat in just 2.9 seconds with launch control engaged.

All Taycan Cross Turismo trims use an identical chassis and adaptive suspension design as the regular Taycan coupe, not to mention standard all-wheel drive for excellent all-weather traction. Even better, Porsche provides a standard “Gravel Mode” as well, which adjusts the car’s throttle response and chassis control for optimal grip on slippery surfaces.

What’s more, Porsche will add even greater crossover SUV-like presence to the new Taycan five-door via an available Off-Road Design package that increases ride height by 30 mm (1.2 in) while providing a more capable appearance with mud flaps and other rugged upgrades.

Speaking of appearances, the new Cross Turismo pumps up the regular Taycan’s flanks with SUV-like matte black cladding around the wheel cutouts, along the rockers, and at each end, the latter extremities enhanced further via silver undertrays.

Take note that customers will start taking delivery of the new Taycan Cross Turismo this summer, so contact your local Porsche retailer if you want to be one of the early adopters. Pricing starts at $119,900 for the base Taycan Cross Turismo 4, and moves up to $126,800 for the Taycan Cross Turismo 4S, $178,000 for the Taycan Cross Turismo Turbo, and finally $218,000 for the top-line Taycan Cross Turismo Turbo S.

Of note, the Cross Turismo’s base power unit is not available in the regular Taycan coupe, so the two models’ base pricing aren’t wholly reflective of each other. Where the 2021 Taycan 4S starts at $120,500, it uses the Cross Turismo’s more potent 4S powertrain. A more direct price comparison can be made against the $126,800 Taycan Cross Turismo 4S, showing a reasonable $6,300 price increase for the newer crossover body style. Cross Turismo Turbo and Turbo S trims are an even better deal, only costing $3,000 more than their Taycan coupe equivalents.

A quick glance at CarCostCanada’s 2021 Porsche Taycan Canada Prices page will show the differences, and allow you to configure the current coupe model as well. Porsche is offering the 2021 Porsche Taycan coupe with factory leasing and financing rates from zero percent, by the way, while all CarCostCanada members will receive access to additional important information, such as manufacturer rebates when available, plus dealer invoice pricing that could save you thousands more on any vehicle currently sold in Canada. Learn how an inexpensive CarCostCanada membership will save you money when purchasing your next new vehicle, and while you’re at it, be sure to download their free app so you can have all this critical info at your fingertips when you need it most.

The All-New Taycan Cross Turismo (1:29):

Taycan Cross Turismo: Digital World Premiere (17:40):

Taycan Cross Turismo – Inner Space (2:30):

The Camouflaged Taycan Cross Turismo Hits the Road (1:57):

Story credits: Trevor Hofmann

Photo credits: Porsche

First things first, the 2022 IS 500 F Sport Performance isn’t exciting news because of any styling updates. Lexus made most of those with the current turbo-four- and V6-powered 2021 IS models, resulting…

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Lexus unveils awesome 472 horsepower IS 500 F Sport Performance

2022 Lexus IS 500 F Sport Performance — Lexus will amp up its entry-level sedan for 2022. with the new 472-hp IS 500 F Sport Performance.

First things first, the 2022 IS 500 F Sport Performance isn’t exciting news because of any styling updates. Lexus made most of those with the current turbo-four- and V6-powered 2021 IS models, resulting in an attractive refresh that sharpened the already angular sedan to a finer point, with newly formed edges, an even more dramatic spindle grille, and an LED taillight treatment seemingly inspired by Lexus’ UX subcompact crossover. What makes the IS 500 awesome is the 472 horsepower V8 stuffed below a new aggressively domed hood.

Design does play its part. The new hood bulges up two inches for a more pumped-up level of IS masculinity, plus Lexus slightly widened the front fenders, modified the both bumpers, and beneath the bodywork, moved the radiator forward to accommodate the engine. Most of the model’s metal brightwork has been eliminated too, excepting the stylized “L” badge at both ends, the thin highlights on each two-tone gloss-black and body-colour mirror cap, the dazzling split-10-spoke 19-inch Enkei lightweight alloy wheels, the massive quad of “throaty” circular “dual stacked” tailpipes, and all the model and trim designations, the IS 500’s deck lid badge notably changed.

This said, being that the IS 300 and IS 350 are the sportiest sedans Lexus offers, they’ve been mostly de-chromed already, with some 2021 trims blackened out even more so thanks to dark-painted wheels. The IS 500’s only notable differentiator is the addition of dark chrome side window trim, a tiny IS F Sport rear deck lid spoiler, and a new diffuser-style rear bumper required to house the enhanced exhaust system.

Likewise, changes are subtle inside as well, with black “F SPORT” designations on the door sill plates and steering wheel, the latter heatable and leather-wrapped, of course, while the throttle, brake and dead pedals have also been upgraded from the IS F Sport catalogue. Completely unique to the IS F 500, however, is the startup animation in the mostly-digital primary gauge cluster’s multi-information display. As for the rest of the interior, it’s much like the IS 350 F Sport.

In other words, the IS 500 F Sport Performance is a sleeper. We’re ok with that, especially when it’s got what it takes to go head-to-head with its more aggressively penned rivals. Before listing off its competition, however, a rundown on some specs is necessary. Lexus’ well-proven 5.0-litre V8 not only puts out 472 horsepower in this iteration, but it nearly matches that thrust with 395 lb-ft of twist. This nearly matches the same engine’s output in the mighty LC 500 sports coupe and convertible, the IS version adding a single horsepower and losing three lb-ft of torque, but either way it’s a significant upgrade over the next-best IS 350 that only puts out 311 horsepower and 280-lb-ft of torque, or even the old 2014 IS F’s 5.0-litre V8 that made 416 horsepower and 371 lb-ft.

Back to the competitors alluded to a moment ago, top of the list is Alfa Romeo’s Giulia Quadrifoglio, good for a phenomenal 505 horsepower and 443 lb-ft of torque, while BMW’s M3, the segment’s longest running entrant, would still be daunting to go up against in either 473-horsepower regular trim or 503-hp Competition form. Unlike the IS 500 that looks similar to its less potent brethren, it’s easy to spot a new M3 from a mile away thanks to its unorthodox bucktooth grille and more daring styling departure from regular 3 Series trims (for now), whereas Mercedes-AMG is more discreet, albeit unique enough when compared to regular C-Class models. It hits this market with three four-door variations, the 385-hp AMG C 43, 469-hp AMG C 63, and 503-hp AMG C 63 S.

Audi’s directly competitive compact luxury sedan offers nothing anywhere near as formidable, although the 349-hp S4’s similarly sized RS 5 Sportback sibling puts out a respectable 444-hp and looks fabulous doing so, not that anything in this class lacks style. It also should be noted that Cadillac will soon enter this segment with its new 2022 Cadillac CT4-V Blackwing, providing a standard manual transmission, rear-wheel drive, and a 472-horsepower twin-turbo V6.

Honourable mentions include Volvo’s new S60 Polestar Engineered, which is good for 415 hp from a turbocharged, supercharged and plug-in-hybridized four-cylinder; the Swedish brand certainly earning points for maximizing efficiency, while Infiniti’s 400-hp Q50 Red Sport 400 is wonderful, but not quite in the same league. We’d also be remiss for not mentioning Tesla’s top-line Model 3 that makes 480 instant electrified horsepower along with 471 lb-ft of torque. We should also expect Hyundai’s new Genesis luxury division to soon arrive with some super sedans and SUVs of its own, this compact luxury four-door segment currently filled with the impressive, albeit nowhere near as powerful G70. This in mind, and factoring in the IS 500’s choice of Lexus’ mid-performance “F Sport” naming protocol, could Lexus be saving the vaunted “F” badge for an even more capable super sedan? Let’s keep our collective fingers crossed.

Unlike some of the just-mentioned rivals that utilize all-wheel drive, the IS 500 sends all of its abundant power through the rear wheels via the same quick-shifting eight-speed Sport Direct automatic transmission already used by V6-powered rear-drive IS models, complete with Custom, Sport S and Sport S+ engine and transmission mode settings, the latter also adjusting EPS steering assist and shock damping force, resulting in a 4.6-second sprint from standstill to 100 km/h, accompanied by a “ferocious” sounding exhaust note to “perfectly amplify the new V8 engine,” or so says Lexus in their press release.

Keeping all that power in check is the very effective Dynamic Handling Package that’s also found under the US-spec IS 350 RWD F Sport (AWD is standard in Canada), which features an Adaptive Variable suspension with Yamaha rear performance dampers along with a Torsen limited-slip differential, but unlike the less capable IS, the 500’s brakes have been upsized with 14-inch two-piece aluminum rotors in front and 12.7-inch rotors at back, plus special cooling ducts to optimize their binding power. Making handling and braking even more manageable is minuscule weight gain over the IS 350 AWD F Sport, the new IS 500 only adding 5 kilograms for a total of 1,765 kg.

We can expect the North American-exclusive 2022 IS 500 F Sport Performance to arrive this fall, with pricing and additional details made clear closer to its availability. Until then, Lexus is offering factory leasing and financing rates from just 2.8 percent on 2021 IS 300 RWD, IS 300 AWD, and IS 350 AWD models, or if you can still find one, up to $4,000 in additional incentives for 2020 IS models. Check out CarCostCanada for all these details and more, including manufacturer rebates when available, plus dealer invoice pricing all the time. Learn how the CarCostCanada system works, and make sure to download their free app from the Google Play Store or Apple Store.

Also, check out our complete photo gallery above, and enjoy the video that follows…

Introducing the Lexus IS 500 F SPORT Performance (2:15):

Story credits: Trevor Hofmann

Photo credits: Lexus

If anyone was expecting the new 2022 GT3 to somehow fly under the radar, think again. It’s an eyeball puller for sure. Not as supercar-like snazzy as the old (and most likely next) GT2, but it’s immediately…

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Awesome new 911 GT3 gets more power, better handling and stunning new styling

2022 Porsche 911 GT3 — This ultimate track star can be yours for the street now that Porsche’s unveiled the 2022 911 GT3.

If anyone was expecting the new 2022 GT3 to somehow fly under the radar, think again. It’s an eyeball puller for sure. Not as supercar-like snazzy as the old (and most likely next) GT2, but it’s immediately clear this is no ordinary 911.

Porsche just pulled back the digital curtain on its latest heartthrob, and now this brilliant blue missile is the talk of the town. A new twin vented carbon-fibre hood will give those in the know a hint that it’s time to move out of the fast lane, at which point they’ll quickly see the new GT3’s backside, gigantic swan-neck carbon-fibre wing and CFRP rear diffuser included. All of these aero aids add 50-percent more downforce than a regular 911 in their default setup, or up to 150 percent more downforce at 200 km/h when some adjustments are made.

Yes, as exciting as the GT3 is to gaze upon, it’s no doubt much more fun to drive. For 2022, Porsche has improved the car’s 4.0-litre flat-six for a considerable 10-horsepower gain resulting in 502 ponies, while torque remains 346 lb-ft. It’s all done sans turbocharging, the GT3 the only 911 offered without exhaust boost. Instead, the 4.0-litre engine relies on cubic centimeters, plenty of trick technology like the six throttle butterflies added to extract that extra 10 horsepower just mentioned, and an incredibly high rev limiter of 9,000 rpm. That’s stratospheric for a horizontally opposed engine, incidentally, this configuration normally ideal for low-end twist albeit not that great for spinning in the lofty zone, but Porsche continues to work its magic and GT3 owners are the benefactors.

The lack of a turbo isn’t the only absent component putting the GT3 at odds with all other 911 models, incidentally, the other missing link being a seventh gear in its manual transmission option. As is the norm with all 911s, the GT3 can be had with a seven-speed dual-clutch automated PDK for paddle enthusiasts, but unusually it’s a no-cost option and not wholly related to updated version introduced last year, but instead is sourced from the previous 2019 GT3 thanks to that transmission’s 18-kg mass reduction and extremely quick response to input.

Likewise, the just-noted six-speed manual gets pulled forward from the past, although this unit is the same as used in the fabulous 718 Spyder and 718 Cayman GT4, unlike every other 911 that uses Porsche’s seven-speed manual. The six-speed is lightweight as well, features rev-matching capability to make novices sound like heel-toe pros, and is lauded by all critics for its sublime operation. So good is the six-speed manual, that 68.7 percent of Canadian GT3 buyers previously went with the DIY option. This also speaks well for the type of performance enthusiast the GT3 attracts, one that appreciates the classic thrill of a mechanical masterpiece over speed for the sake of speed. The PDK is quicker, needing just 3.4 seconds to reach 100 km/h from standstill, while 200 km/h requires a mere 10.8 seconds.

Whether you choose the manual or PDK option, both come standard with an entirely new double-wishbone front suspension. As is appropriate for the GT3, the new front suspension design was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR. The GT3 is its first application in a 911 production car, allowing a more rigid spring setup and greater camber stiffness that does a better job of isolating the dampers from transverse forces that might otherwise upset the apple cart, so to speak. Porsche promises better handling overall, which is what matters to us.

The GT3’s five-arm rear suspension is upgraded too, now including more ball joints for the lower wishbones as well as spherical bushings, and special shocks. This means the new GT3 is a much better track car, but it also translates into a better every day commuter and a much more capable companion when straight lines start to wind in the outskirts of your city.

With this in mind, the quicker responding front and rear shocks are joined by standard rear-wheel steering, the latter capable of turning the rear wheels up to two degrees in the same or opposite direction, depending on whether they’re improving high-speed stability or aiding parking manoeuvres.

What’s more, the old GT3’s already large 380 mm front brake rotors are now upsized to 408 mm, while also weighing 17 percent less, and just like the upgraded brakes can potentially save the GT3’s owner from misjudging the rate of closing speed before a corner, Porsche has included a front axle lift system for saving the carbon fibre front lip spoiler from scraping the pavement below when overcoming large speed bumps are steep driveways.

The lip spoiler, new hood, massive wing and rear spoiler aren’t the only exterior components made from carbon fibre reinforced plastic, by the way. Additional body panels include the rear fenders and, optionally, the roof. Porsche also makes “road-approved circuit rubber” available, while buyers can even add a rear roll cage via a Clubsport package (not available in all markets). There’s no extra charge for the all-new battery, mind you, which is 10 kilos lighter than the one used for the outgoing GT3. When reduced mass is combined with all the engine grunt noted earlier, the new manually-shifted GT3 has an impressive power-to-weight ratio of 2.8 kg/PS.

That weight can be reduced more, although most buyers probably won’t want to delete the rear wing. If you find it a bit over the top for your liking, however, a Touring package will swap it out for the power-adjustable spoiler used in the regular 911.

You can bet Porsche left the rear wing intact for its timed lap of the Nürburgring Nordschleife, which at 6:59.927 minutes leaves it just outside of making the famed racetrack’s top-10 best production cars ever list. To be fair to the GT3, four of the 10 cars that beat its time are Porsche products, including the mighty 911 GT2 RS that managed a shocking 6:47.25-minute lap, plus a previous-generation GT3 RS that ran the ring in just 6:56.4 minutes. Nobody should expect a turbo-less 911 to beat Porsche’s renowned 918 Spyder either, and it didn’t, but it was certainly close to the supercar’s 6:57-minute time, while another GT2 RS managed a respectable 6:58.28 minutes. More importantly, the new GT3 lapped the punishing road course faster than every Ferrari and McLaren that ever attempted a run, not to mention every Chevy Corvette or Nissan GT-R. Only Radical SR8s (if you’ve never heard of this barely street-legal track car, you’re not alone), two Lamborghini Aventador SVJ LP770-4s, and a Mercedes-AMG’s GT Black Series managed to lay down faster laps, with the Merc being quickest of all comers.

If you ask most sports car buyers, 911s are more comfortable for daily use than any mid-engine exotic, and therefore easier to live with than all of the above, except for maybe the Mercedes. As you might expect, all of the new 911s improvements are included with the GT3, plus the model’s usual mega dose of suede-like Alcantara on the steering wheel rim, seats, etcetera. Those seats were designed with performance in mind, but they’re still suitable for day-to-day use.

Now comes the time to decide. There will be no fence-sitting with this car, because every last one will be snapped up quickly. Added to the rarity of any GT3, looms an era that may soon make its naturally aspirated 4.0-litre engine a much-lamented thing of the past, so make your mind up quickly and then immediately talk to your local Porsche Canada dealer. The new GT3 will be available to order soon, with cars being delivered in the fall.

For those still unsure or not in a tax bracket that makes such decisions possible, we recommend to the full allotment of images in our photo gallery above, plus the trio of great videos that follow, while others that just can’t wait until the fall to get their hands on a new 911 may want to know that Porsche is currently offering factory leasing and financing rates on 2021 models from zero percent. To find out more, check out CarCostCanada, where members save an average of $2,875 on their new 2021 911 purchases, by getting access to manufacturer rebate information and otherwise hard to get dealer invoice pricing. Learn how the CarCostCanada system works, and make sure to download their free mobile app at the Google Play Store or Apple Store now.

The new 911 GT3: Time is Precious (2:35):