A significant coup for last month’s Canadian International Auto Show was the introduction of the new Porsche 718 Cayman GT4 Clubsport, a car rooted in the legendary brand’s racing heritage. The track-only…
A significant coup for last month’s Canadian International Auto Show was the introduction of the new Porsche 718 Cayman GT4 Clubsport, a car rooted in the legendary brand’s racing heritage. The track-only Cayman, which was revealed in January at the Daytona International Speedway, made its first official motor show appearance at the Toronto event.
The updated 718 Cayman GT4 Clubsport is now in its second generation, the first arriving on the motorsport scene in 2016 sans “718” script on the rear deck lid. Unlike the previous version, the new GT4 Clubsport can be had in two forms: first as a “Trackday” car set up for “ambitious amateur racing drivers,” and second as “a ‘Competition’ variant for national and international motor racing,” the latter to notably be used for this year’s GT3 Cup Challenge Canada series.
Ahead of pointing out differences, both 718 Cayman GT4 Clubsport models receive an updated version of the old 3.8-litre flat-six “boxer” engine, now good for 425 horsepower at 7,800 rpm, a 40-horsepower improvement over the previous 2016 car, while torque is now 4 lb-ft greater, to 313 lb-ft at 6,600 rpm.
Of note, this is the first six-cylinder 718 Cayman application since the car’s 2017 model year debut, due to the current 982-generation only using a turbocharged four-cylinder in various states of tune, causing some pundits to question whether a road-worthy Cayman with a horizontally opposed six-cylinder positioned just ahead of its rear axle will bolster the 718 Cayman ranks.
That new GT4 Clubsport flat-six, which feeds on 98 octane Super Plus unleaded gasoline, packs a 12.5:1 compression ratio, integrated dry sump lubrication, racing-optimized engine and transmission water cooling with thermal management, four-valve technology with adjustable camshaft phasing and VarioCam Plus variable valve timing, a racing-optimized Continental SDI 9 electronic engine management system, plus more.
Where the previous GT4 Clubsport shifted gears through a short-throw six-speed manual transmission, the new 718 version will solely utilize Porsche’s dual-clutch PDK automated gearbox, albeit with only six forward gears instead of the usual seven. The new model also features a reinforced dual mass flywheel, a racing-optimized electronic control unit, a racing-optimized mechanical rear axle differential lock, plus an internal pressure oil lubrication system boasting active oil cooling.
Additional modifications over road-going 718 Caymans include implementation of the 911 GT3 Cup car’s lightweight spring-strut front suspension; front and rear height, camber and track adjustable dampers; fixed shock absorbers with the Trackday car, or three-way racing shocks with rebound and two-stage high- and low-speed compression adjustment for the Competition; front and rear forged suspension links with optimized stiffness, double shear mountings, and high-performance spherical bearings; a three-hole design anti-roll bar up front; an adjustable blade-type anti-roll bar in the back; and five-bolt wheel hubs.
The new rims are single-piece forged light alloy wheels wearing a new “weight-optimized” design, and rolling on 25/64 front and 27/68 rear Michelin transportation rubber, while Michelin also supplies the slick/wet tires that measure 25/64-18 and 27/68-18 front and rear, too.
What’s more, behind those wheels and tires are racing-spec brakes that feature four multi-piece, ventilated and grooved steel discs measuring 380 millimetres in diameter, plus racing brake pads, aluminum mono-bloc six-piston front and four-piston rear racing calipers with “Anti Knock Back” piston springs, plus a brake booster with the Trackday version or brake balance adjustment via a balance bar system with the Competition model.
Despite the GT4 Clubsport’s factory-installed (FIA Art. 277 certified) safety cage, plus its 911 GT3-inspired front spoiler and sizeable fixed rear wing, which appear mostly carryover from the previous Clubsport, the race-spec Cayman weighs in at just 1,320 kilos, making it lighter than the outgoing model.
Mass in mind, the GT4 Clubsport’s body structure is comprised of aluminum-steel composite and therefore light in weight; while additional features include a hood and rear deck lid fastened in place via quick-release latches; an (FIA Art. 275a certified) escape hatch in the roof; an FT3 fuel safety cell that measures 80 litres with the Trackday or 115 litres with the Competition model, both featuring an FIA-compliant “Fuel Cut Off” safety valve; pre-installed mounting points for a three-piston air jack system for the Trackday, or a factory-installed three-piston air jack system with the Competition; and FIA-certified towing loops front and rear.
Also, a motorsport centre console with “enhanced functionality and adapted usability” gets added to the instrument panel, a six-point safety harness is included with its single Recaro race bucket driver’s seat, which also includes two-way fore and aft adjustments as well as an adjustable padding system, and lastly provisions are made for a safety net.
While safety is critical, and improving performance paramount for any new racing car, with Porsche having clearly claimed that its new 718 Cayman GT4 Clubsport improves overall drivability and therefore should provide faster lap times than its predecessor, it’s surprising that Porsche also put time and effort into its environmental initiatives, not normally a key issue in this class of sports car. The end result is a production-first racecar technology that could potentially find more widespread use: natural-fibre composite body parts.
The 718 Cayman GT4 Clubsport’s door skins and rear wing (specifically the wing flap, sideblades, and “swan neck” mounts) are actually formed from an organic fibre mix that’s sourced from agricultural by-products such as hemp or flax fibres. Porsche says the new age components weigh approximately the same as if made from carbon-fibre, while their strength is also similar.
Specific to each model, the 718 Cayman GT4 Clubsport Trackday gets fixed shock absorbers, plus ABS, ESC, and traction control assistance systems for easier control at high speeds, the latter of which can all be deactivated. Improving comfort and safety respectively, the Trackday also includes air-conditioning and a handheld fire extinguisher, while it can be serviced at Porsche Centres throughout Canada.
You’ll need your own team of mechanics for the Competition model, however, and one of them will need to be well versed in three-stage shock adjustment, while you’ll need to figure out how to adjust the front/rear bias of the brake balance system yourself. Additionally, your pit stop team will be able to change the tires quickly thanks to its aforementioned integrated air jacks, and the larger safety fuel cell will make sure time off the track will be kept to a minimum.
Safety features not yet mentioned include an automated fire extinguishing system, and a quick release race steering wheel pulled from the 911 GT3 R.
Priced considerably higher than a street legal 718 Cayman, which starts at just $63,700, the 718 Cayman GT4 Clubsport Trackday model can be had for $216,500, whereas the same car with the Competition package starts at $242,000.
Interested parties should contact Porsche Motorsport North America in Carson, California, or alternatively your local Porsche retailer, which no doubt would be happy to put you in touch.
For those who’d rather watch than take part, or simply don’t have a spare $200k and change available, enjoy the complete photo gallery above and two videos below:
Perfectly Addicting: The new 718 Cayman GT4 Clubsport (2:02):
Setting a New Standard with the New Porsche 718 Cayman GT4 Clubsport (1:23):
Acura rolled a few eyes when introducing its somewhat wordy Super Handling All-Wheel Drive back in 2004, but as soon as the automotive press drove the brand’s then-new 2005 RL flagship luxury sedan…
Acura rolled a few eyes when introducing its somewhat wordy Super Handling All-Wheel Drive back in 2004, but as soon as the automotive press drove the brand’s then-new 2005 RL flagship luxury sedan all snickering stopped, it really was super.
A decade and a half later the Japanese luxury brand is now celebrating a significant milestone, the 15th anniversary of its industry-leading torque-vectoring SH-AWD technology. To mark the event, Acura has produced a video (see below) highlighting the advanced all-wheel drive system’s history and capability.
SH-AWD actively and continually distributes engine torque between the front and rear wheels, from 70 percent to the front and 30 percent to the rear, or 30 percent to the front and 70 percent to the rear, while additionally up to 100 percent of rear twist could be distributed to either the left or right wheel to reduce understeer and therefore aid high-speed cornering. Of course, SH-AWD has improved with each new generation, and now is either standard or available in five of Acura’s six models.
The latest version of Acura’s mechanical SH-AWD, now in its fourth generation, debuted on the new 2019 RDX last year, with 40 percent greater torque capacity at the rear axle, quicker front-to-rear torque transfer, plus 30 percent faster torque transfer between the left and right rear wheels.
Looking toward the future, the 2014 RLX Sport Hybrid, the second-generation 2017 NSX, and the 2017 MDX Sport Hybrid came equipped with the most advanced iteration of SH-AWD yet. The new Sport Hybrid SH-AWD system incorporates electric motor torque for a more immediate application of four-wheel performance as well as much greater efficiency.
The mid-engine NSX supercar utilizes a unique design with three electric motors, two of which form a Twin Motor Unit (TMU) that distributes torque to each front wheel individually, whereas the RLX and MDX reverse the process with the gas-electric hybrid engine up front and TMU in back, distributing torque between each rear wheel, just like with the mechanical SH-AWD system. Despite the different layouts, the supercar, sport sedan and three-row SUV that feature Acura’s electrified Sport Hybrid SH-AWD system apply identical technologies and use many of the same components.
Also notable, later this year Acura will be celebrating another milestone, one million SH-AWD-equipped vehicles sold worldwide. Past models equipped with SH-AWD have included the RL (2005-2012) that utilized the first-generation system, the MDX (2007-2015), RDX (2007-2012), TL (2009-2014), and ZDX (2010-2013) that incorporated the second-generation system with Hill Logic, VSA and TCS, the TLX (2015-present) and MDX (2016-present) that feature the third-generation system with a 25-percent lighter rear differential and more, RDX (2019-present) that boasts the fourth-generation system with a more compact and quicker responding design, and lastly the RLX Sport Hybrid (2015-present), NSX (2017-present) and MDX Sport Hybrid (2017-present) that feature the electrified Sport Hybrid SH-AWD system.
Make sure to check out our photo gallery above to see images of all the aforementioned Acura models past and present, plus remember to watch the “What is Acura Super Handling All-Wheel Drive?” video below that details out the history and capability of Acura’s SH-AWD system:
What is Acura Super Handling All-Wheel Drive? (6:23):
Who could have known? Porsche 911 owners drive too fast. Even in the wet. With such knowledge at hand it only made sense for the German luxury brand to protect its most valuable assets, the thousands…
Who could have known? Porsche 911 owners drive too fast. Even in the wet. With such knowledge at hand it only made sense for the German luxury brand to protect its most valuable assets, the thousands of dedicated customers that loyally come back time and time again to renew their pledge at the 911 altar.
Along with the introduction of the completely redesigned 2020 911 at the Los Angeles auto show in November of last year, Porsche announced a new Wet Mode designed to assist would-be owners that get over their heads in standing water.
As it turns out, the deep end that can cause a 911 or most any other sports car shod in ultra-wide 21-inch performance tires to lose grip can be merely a single millimetre (0.04 inches) in depth, and it doesn’t need to be raining either, so don’t think the optical sensors used for your car’s rain-sensing wipers can be reallocated to detect sheets of water covering the road.
Porsche’s new Wet Mode can detect standing water, however, via acoustic sensors positioned within the front wheel arches just behind the tires. Rather than see water on the road, Wet Mode sensors listen for water spray, and if decibel levels get too strong the 911’s multi-information display will suggest you turn on Wet mode via a button on the new “button bar” above the centre console, or if equipped with the available Sport Chrono Package, by twisting the steering wheel-mounted “DRIVE MODE” selector.
That would be the rotating dial and “Sport Response” button just below the steering wheel’s right-side spoke, which can also be used to select “Normal”, “Sport”, ‘Sport Plus’ and ‘Individual’ driving modes. For the 2020 911, and without doubt more Porsche models to come, it also includes the new Wet mode, allowing drivers to select a safer setting when traveling over water-soaked pavement that could cause aquaplaning, or hydroplaning.
“Wet Mode was developed to provide the driver with consistent support in wet conditions,” said August Achleitner, a.k.a. “Mister 911” who headed up development of the new 911 and took part in its launch just before retiring. “It does not restrict the maximum power of the engine or limit the top speed, and should therefore also not be used as insurance for driving too fast in very wet conditions. Instead, it should be seen as an assistance system in the truest sense.”
Achleitner, who’s been with Porsche since 1983, earned his alternate title by being responsible for 911 model series development since 2001, and interestingly Wet mode was actually first developed back in the ‘90s.
When put into play, Wet mode applies more sensitive preconditioned settings to all of the 911’s driver assistive systems, such as Porsche Stability Management (PSM), Porsche Traction Management (PTM), and the car’s active aerodynamics, before combining their collective capability toward wet weather management. Specifically, the active variable rear spoiler extends to its performance position at just 90 km/h (sooner than in dry conditions), adding downforce to the rear tires, while frontal cooling air flaps open to increase downward pressure over the front wheels.
While the engine doesn’t relinquish any power, Wet mode delivers thrust more evenly in order to minimize engine torque buildup, with the end result being maximum traction at each wheel. What’s more, if piloting an all-wheel drive 4S model, additional torque gets transferred to the front axle for even more balanced distribution.
Of course, both Sport mode and the PSM Off function can’t be activated in Wet mode, while the new eight-speed PDK transmission’s shift strategy and the electronically controlled rear differential’s locking ratios automatically adapt to a smoother, more linear power delivery too.
Porsche claims “more confident handling” when using Wet mode in inclement conditions, and also states that Wet mode is ideal for snowy conditions as well.
While driver assistive technology this effective would be welcome in any car, it’s especially important in a sports car as capable as the new 911 that, thanks to 443 horsepower and 390 lb-ft of torque behind the rear axle, can sprint from standstill to 100km/h in just 3.7 seconds in Carrera S guise, or 3.6 seconds when benefiting from the Carrera 4S model’s all-wheel drivetrain, or 3.5 and 3.4 seconds respectively with the Sport Chrono Package, before attaining top speeds of 308 and 306 km/h (190 and 191 mph) apiece.
To learn more about the new 2020 911’s Wet mode watch the video below, and also remember to browse through our photo gallery above for some fabulous shots of water spraying behind the new 911 during wet weather testing.
Learn how the Porsche Wet Mode works (1:43):
The Qashqai might only be second-most popular amongst Nissan models in Canada, but since arriving two years ago it has quickly swept into first place within its subcompact crossover SUV segment thanks…
The Qashqai might only be second-most popular amongst Nissan models in Canada, but since arriving two years ago it has quickly swept into first place within its subcompact crossover SUV segment thanks to 19,662 unit sales during calendar year 2018, a 119.2-percent increase over the previous year.
All the more reason to give the upcoming 2020 Qashqai a mid-cycle refresh, featuring Nissan’s more rugged looking Vmotion 2.0 grille surrounded by revised headlamps with LED signature daytime running lights, a more dynamic lower fascia, and a new sculpted hood design up front, plus available 19-inch alloy wheels down each side and reworked rear styling with sharper looking combination taillights. From front to back the new Qashqai has been modernized with a sportier yet still classy look for a subcompact SUV.
The Qashqai received Intelligent Emergency Braking (IEB), radar-based Blind Spot Warning (BSW), Rear Cross Traffic Alert (RCTA), and Nissan’s Rear Door Alert (RDA) system, that reminds if you’ve left something or someone in the back seat, across its the entire for 2019, and these important safety features continue into the 2020 model year, but even better the upgraded Qashqai will get the entire Nissan Safety Shield 360 system in base S trim too.
Nissan Safety Shield 360, currently available in SV and SL trims, upgrades the Intelligent Emergency Braking with Pedestrian Detection, plus adds Rear Intelligent Emergency Braking, Lane Departure Warning (LDW), and High Beam Assist (HBA) to the 2020 Qashqai’s list of advanced driver assistance systems, for a full slate of Nissan Intelligent Mobility strategy functions.
Of note, Nissan made its ProPilot Assist semi-autonomous single-lane “hands-on-wheel” driving system standard on the top-line Qashqai SL for 2019, while making it optional on the SV model. ProPilot Assist has the ability to completely drive itself, but due to safety concerns only lets you remove your hands from the steering wheel for about eight seconds at a time. Still, it can reduce driving fatigue by limiting the need to apply acceleration, steering and braking inputs and, together with the aforementioned Nissan Safety Shield 360 system, may even help to avoid a potential accident.
“Our Qashqai is a critical vehicle in Nissan’s popular CUV lineup; slotted strategically between the Nissan Kicks and Rogue,” said Steve Rhind, director of marketing, Nissan Canada Inc. “We’re committed to keeping our crossover/SUV portfolio fresh – which also includes the redesigned Murano, new Pathfinder Rock Creek Edition and flagship Armada. Nissan is on a roll and we’re not letting up heading into 2020.”
The current Qashqai also received a standard 7.0-inch infotainment touchscreen for 2019, complete with standard Apple CarPlay and Android Auto smartphone integration, satellite radio, live navigation, plus mobile apps and services. The upcoming 2020 Qashqai appears to have the same centre display included, which would certainly keep it up to date with others in the subcompact crossover SUV segment.
Like the current Qashqai, the new 2020 model will once again be available with both front-wheel and “Intelligent” all-wheel drivetrains, depending on whether choosing base S, SV or SL trims. Today’s 141-horsepower 2.0-litre four-cylinder engine will continue as the standard powerplant for the 2020 model year as well, mated to either a six-speed manual transmission in base S trim, or with an optional Xtronic continuously variable transmission (CVT). Expect additional trim and pricing information closer to its launch date later this year.
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60…
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60 sports coupe.
Specifically, Infiniti is in the process of replacing the Q50 and Q60 Red Sport 400 models available last year and earlier this year with the new Q50 I-Line Red Sport 400 and Q60 I-Line Red Sport 400, which means that buyers spending the $7,700 needed to move up from the 300 horsepower Q50 3.0T Sport AWD, or $9,500 to do the same from the Q60 3.0T Sport AWD, to get into one of the 400 horsepower I-Line Red Sport 400 models, now get more visual bang for their buck.
I-Line, which Infiniti says was derived from “Inspired Line,” blackens both models’ grille surrounds so that they more closely tie in with the glossy black fog lamp bezels and diffuser-style rear bumpers found on the outgoing Red Sport 400 cars, while the rear deck lid spoiler has been upgraded to high-gloss carbon fibre, and wheel wells are now filled with a special “custom imported” glossy black finish set of 19-inch alloys.
These changes make both I-Line Red Sport 400 models appear as if they have larger more imposing grilles, while the black alloys go further toward creating a more powerful, menacing look. The outgoing Red Sport 400 cars already featured glossy black rear deck lid spoilers, but replacing these composite lip spoilers with more sophisticated carbon fibre ones helps to elevate the two cars into BMW M and Mercedes-Benz AMG territory, befitting of performance models making 400 horsepower apiece.
Behind all that thrust is a twin-turbocharged, direct-injection 3.0-litre V6 that also produces 350 lb-ft of maximum torque from just 1,600 rpm, which is connected to Infiniti’s “Intelligent” all-wheel drivetrain via an advanced in-house produced seven-speed automatic transmission featuring manual shift mode and downshift rev matching, the latter function rare in this segment.
“We are delighted to showcase the I-LINE editions which have been created with a vision to be further developed into an INFINITI Canada sub-brand,” says Adam Paterson, managing director of INFINITI Canada. “We are building on the Q50 and Q60’s award-winning engine and engineering excellence, to add even more eminent style.”
Pricing for the 2019 Q50 I-Line Red Sport 400 sport sedan starts at $56,195, while the 2019 Q60 I-Line Red Sport 400 sports coupe can be had for $65,295. Both models, which are available across Canada this month, can be fully configured at CarCostCanada, with full pricing of trims, packages and individual options available, plus otherwise hard to find manufacturer rebate info and dealer invoice pricing that could save you thousands.
Also, take note that many Canadian Infiniti retailers will still have outgoing 2019 Q50 and Q60 Red Sport 400 models available, which they’ll probably be more than willing to sharpen their pencils on in order to make a deal.
Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation,…
Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation, which promises performance purists less of what they don’t want and more of what they do.
Specifically, 718 Cayman T and 718 Boxster T buyers will get more performance features in a car that costs and weighs less. Starting with the base model’s 2.0-litre turbocharged four-cylinder boxer engine, good for 300 horsepower and 280 lb-ft of torque, T models add a short-throw shifter, a mechanically locking differential and Porsche Torque Vectoring (PTV) in base six-speed manual guise, or the Sport Chrono Package as standard equipment for seven-speed dual-clutch automated PDK cars, the latter resulting in 0.2 seconds of extra jump off the line from a car that’s already 0.2 seconds quicker than the manual.
Also notable, the Sport Chrono Package includes Launch Control and a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making it the transmission of choice when ultimate performance is paramount.
To clarify more fully, straight-line performance with the manual remains the same as the regular 718 Boxster and 718 Cayman at 5.1 seconds from standstill, while PDK-enhanced cars increase their zero to 100km/h sprint times from 4.9 to 4.7 seconds, identical to the base 718 models. Likewise, both base cars’ top speeds continue into T trim unchanged at 275 km/h.
Additional standard go-fast goodies in T trim include Porsche Active Drivetrain Mounts (PADM) that incorporate dynamic hard and soft gearbox mounts for reducing vibration and even improving performance, claims Porsche, plus a sport exhaust system, unique high-gloss titanium grey-painted 20-inch five-spoke alloy wheels, and a first for the base turbo-four, the Porsche Active Suspension Management (PASM) electronic damping system that, depending on the Normal, Sport, Sport Plus or Individual driving mode selected, instantly adjusts for road surface conditions and driving style changes, all riding on a 20-millimetre lower ride height.
Making a visual statement is a grey side striping package featuring scripted “718 Cayman T” or “718 Boxster T” nomenclatures, and Agate grey mirror caps to match the aforementioned wheels, plus black chrome tailpipes.
Inside, the 718 Boxster T and 718 Cayman T are upgraded with a GT sport steering wheel, scripted “Cayman T” or “Boxster T” logos highlighting the black instrument dials, gloss black instrument panel inlays and centre console trim, special red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery featuring black Sport-Tex centre sections, embroidered “718” logos on the headrests, plus the most identifiable addition of all, black mesh fabric door pulls in place of the usual door handles, which can be changed for optional coloured pulls as seen in associated photos.
When checking the gallery you may also notice something missing from both cars’ instrument panels, their Porsche Communication Management (PCM) touchscreens that have been removed to reduce weight, and replaced by a big, gaping hole Porsche calls a “large storage compartment.” We won’t see this omission in Canada due to a new regulation that made backup cameras mandatory as of May 2018.
For this reason we shouldn’t hold out any hope for Canadian-spec 718 T models to be offered at five- to 10-percent discounts when compared to the current base Cayman and Boxster when outfitted with identical features, as promised in European markets, but we should get to choose from the same standard and optional colour palette that will include black, Indian Red, Racing Yellow, and white at no extra charge, plus optional Carrara White, Deep Black and GT Silver metallic hues, as well as somewhat pricier Lava Orange and Miami Blue special colours.
If you like what you see, make sure to contact your local Porsche dealer to reserve your very own 718 Cayman T or 718 Boxster T, because special models like these are in the habit of selling out quickly.
Also, make sure to check out our full photo gallery above and these three Porsche-supplied videos below (the third one is the most fun):
The new Porsche 718 Boxster T and 718 Cayman T. Welcome to life. (1:17):
The new Porsche 718 Boxster T and 718 Cayman T. First Driving Footage. (1:49):
JP Performance Test Drive: The Porsche 718 T Models. (1:08):
The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982.…
The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982. Ahead of this, going topless required the complete removal of a metal roof panel, the 911 Targa having arrived on the scene in 1966 with either a fixed glass or foldaway plastic rear window.
Brief history lesson completed, Porsche introduced its all-new 2020 911 Cabriolet on Monday, January 8, with a promised arrival in the third quarter of this year and the ability to place your order now, the latter point being the same as with the new 911 coupe that was introduced last month and is slated to go on sale this summer.
Also like the new coupe, the first new 2020 Cabriolets we’ll be able to get our hands on will be in rear-wheel drive Carrera S (C2S) and all-wheel drive Carrera 4S (C4S) guise, featuring a more formidable redesigned 3.0-litre turbocharged boxer engine that’s good for 443 horsepower and 390 lb-ft of torque, an increase of 23 horsepower and 22 lb-ft of torque respectively, and fitted with Porsche’s all-new eight-speed automated dual-clutch PDK gearbox. Once again, seven-speed manual variants will show up later, as will less potent Carrera and Carrera 4 models sporting a revised 385 horsepower 3.0-litre turbo six behind the rear axle, this engine 15 horsepower more capable. Likewise, Turbo versions will enter the fray later, although Porsche has yet to provide a time frame for these.
Porsche has only provided performance specs for the C2S and C4S shown, with standstill to 100km/h achieved in just 3.9 and 3.8 seconds apiece, while those numbers improve to 3.7 and 3.6 seconds respectively when the Sport Chrono Package is added, the greater traction of the all-wheel drive model allowing for a slight advantage at takeoff.
Amazingly, thanks to magnesium surface elements dubbed “bows” that are integrated within the redesigned fabric roof’s structure and prevent “ballooning” at high speeds, new 911 drop-top models are only 2 km/h slower than their hardtop siblings when factoring in terminal velocities, their top speeds set to 306 km/h (190 mph) for the C2S and 304 km/h (189 mph) for the C4S.
Additionally, that soft top, which is now larger to fit over the more accommodating cabin, can open and close on the fly at speeds of up to 50 km/h (30 mph), and takes a scant 12 seconds to fully perform this function due to revised hydraulics, a process that also powers an electrically extendable wind deflector to keep gusts of air from discomforting the driver and front passenger.
As you might expect, the 2020 911’s interior is much the same as the new coupe’s, highlighted by a new horizontal design theme inspired by early ‘60s through ‘90s models, but now the primary gauge cluster is mostly digital with twin LCD panels surrounding the usual mechanical centre tachometer, while above a completely reworked centre stack and console is a 10.9-inch Porsche Communication Management (PCM) infotainment touchscreen, literally a big improvement over its 7.0-inch predecessor.
Back in front of the driver, a new steering wheel incorporates an adaptation of the same rotating steering wheel-mounted driving mode selector found in the outgoing 911 Cabriolet, but now a standard Wet mode gets added to the mix, capable of maintaining better control over water-soaked road surfaces when activated. Safety in mind, the new 911 Cab will also get standard autonomous emergency braking with moving object detection, while a backup camera and rear parking sensors will also be standard.
Porsche promises increased comfort and support from its new available 18-way powered front seats, while other options include adaptive cruise control with stop and go, a 360-degree surround parking camera that should be extremely helpful on the new widescreen display, plus new Night Vision Assist that will provide visual assistance for steering clear of pedestrians or animals in the dark via a heat-sensing thermal imaging camera.
On a more mechanical note, for the first time 911 Cabriolet customers will be able to choose the Porsche Active Suspension Management (PASM) adaptive sport suspension from the options list, which provides stiffer, shorter spring sets for a 10-mm lower ride height, and more rigid anti-roll bars, allowing improved weight distribution for a more neutral feel.
As for style, the new 911 Cabriolet pulls over most of the coupe’s new design cues below the waistline, including an all-new rectangular lower front grille/fascia that creates a wider more planted appearance, a completely reshaped hood that squares off near the front and incorporates a classic tapering indentation at centre, wider front and rear fenders that flow over larger 20- and 21-inch front to rear staggered alloy wheels, new side mirrors and new flush door handles that pop out when touched, and a new body-wide LED taillight hovering over a 718-style 3D “PORSCHE” graphic bookended with totally unique corner lights, while its bulging rear deck lid panels are similar to the outgoing model yet redesigned for a smoother, more fluid result, the latter incorporating a new integrated dynamic spoiler that’s completely hidden when retracted yet much wider and more capable than the rear spoiler on the outgoing model when open. Likewise, no one should complain about the new larger fabric roof’s shape and fitment, as it’s once again beautifully contoured and ideally proportioned.
Also like the 2020 911 coupe, the redesigned Cabriolet makes greater use of lightweight aluminum both outside and within, its new front fenders eliminating steel from the body panel equation altogether, and its suspension now much more aluminum-intensive.
The new 2020 Porsche Carrera S Cabriolet will arrive this fall for a base price of $143,700, along with the 2020 Carrera 4S Cabriolet that starts at $152,100.
Remember to contact your local Porsche dealer if you want to put one on order, and after you’ve done that make sure to check out our photo gallery above and these two Porsche-supplied videos below:
The new 911 Cabriolet: First Driving Footage (1:08):
The new Porsche 911 Cabriolet – All set for open-top season (1:09):
You’d need to go back a very long way to find a year that Porsche’s 911 wasn’t the best-selling premium branded sports car in Canada or the U.S., and 2018 won’t be any different once the final…
You’d need to go back a very long way to find a year that Porsche’s 911 wasn’t the best-selling premium branded sports car in Canada or the U.S., and 2018 won’t be any different once the final numbers are tallied and compared to its closest rivals.
Year-to-date third-quarter Canadian-market results showed the 911 at 1,083 units and the next best-selling Audi TT at 366, while the more directly competitive Jaguar F-Type came in at just 347 deliveries. It’s really no contest, with some others that might be deemed rivals including the Audi R8 with 208 unit sales, the Mercedes-Benz AMG GT at 195 deliveries and SL at 140, and the Acura NSX with just 33.
With numbers like these it’s no wonder the majority of competitors don’t redesign their sports car models very often and aren’t offering many special editions either, but Porsche has enough market strength to do both. In fact, the 2019 911 currently available offers three totally unique roof systems, various front and rear fascia designs, differing fender widths, visual body style/performance upgrades such as rear-fender engine ducts, rear- and all-wheel drivetrains, manual and dual-clutch automated transmissions, a host of engine options from 370 to 700 horsepower, a wide assortment of trims for almost every premium-level budget, and options enough to boggle the mind.
If that weren’t enough, Porsche just introduced the all-new eighth-generation 2020 911, which will become available here this coming summer. They’ve only announced pricing for two models so far, the $129,100 911 Carrera S (C2S) and the $137,400 911 Carrera 4S (C4S), the first rear-wheel drive and the latter all-wheel drive, but more models are set to arrive later this year.
From side profile the 2020 911 looks a lot like the car it’s replacing, but this has more or less been reality since the car went from an air-cooled rear-mounted flat-six to a water-cooled variant back in 1999. Porsche has always been more about year-over-year refinement than change for change’s sake, and therefore we have a 2020 model that mirrors the 2019 from some angles.
This said the visual modifications are plentiful enough to cause consternation amongst traditionalists, or at least tempered pause. For starters, the hood and lower front fascia have departed from the car’s usual combination of mostly body-colour oval shapes to an almost straight, horizontal slit separating the former from the bodywork below, and a broad black rectangle for the latter, giving the entire car a wider, more aggressive albeit not necessarily as elegant stance, similar in concept to the frontal change made to the once technologically-tied, and in recent decades more purposely retrospective VW Beetle (A5), when it lost its “New” moniker in 2011, not that I’m trying to compare either car directly.
As for design cues pulled up from the internally-codenamed 991 series (2012–2019) seventh-generation model to this 992 series car, the just noted squared-off hood now includes classically tapered creases at each side of its indented centre, just like the original 911 albeit without a vented end, while Porsche intelligently left the outer design of its ovoid multi-element four-point LED headlamp clusters unmolested, a lesson learned when the aforementioned 1999 996’s Boxster-inspired L-shaped lamps ventured too far from 911 orthodoxy.
As noted, the two cars look nearly identical from side profile excepting the previously noted front and rear fascia vents and surrounding bodywork, plus slightly more upright headlamps, reverse front side marker lights, more chiseled wheel cutouts, new mirror caps, new sharply angled flush-mounted door handles that extend outward when touched replacing the old model’s more classic rounded pulls, a much smoother rear deck lid, and taillights that now wrap around the bodyside more fully.
When seen from behind those taillights come into clearer view, with the new model building on the 991’s narrow dagger-like LED-infused lenses and even slimmer body-wide light strip (previously only found on all-wheel drive models) by extending the latter further outward to each side, and then at centre grafting in some 718-sourced 3D-like graphics above seemingly open vent slats underneath, while chiseling out even more linear lines for the outer lamps.
The diffuser-infused lower bumper is bigger, bolder and blacker than before too, plus it feeds faux exhaust tips from within rather than appearing like they’re forced to exit below (which actually remains the case), while hidden within the new 911’s gently flowing rear deck lid, just above the aforementioned light strip and below a row of glossy black engine vent strakes, is a much wider and larger active spoiler featuring multiple positions for varying levels of rear downforce.
Of course, there will be many variations on the new 911 theme, some including a fixed rear spoiler for an even more expressive and capable trailing edge, plus various fascia designs nose to tail, but all body panels are now made from lightweight aluminum, bumpers excluded. In reality only the front fenders were lightened, being that most of the 991’s skin was already alloy, the change saving between 10 and 15 kilos (22 and 33 lbs) depending on the model, but take note the underlying body structure halves steel content from 63 to 30 percent, with the remaining 70 percent now fully constructed from aluminum, all of which will help to improve structural rigidity, handling, fuel efficiency, and more.
As noted earlier, the first models to be introduced are the Carrera S and 4S shown on this page. Compared to the previous generation this all-new model is not only visually wider due to styling, but actually grows by 45 mm (1.8 inches) at the front wheels. What’s more, its rear flanks have widened by 44 mm (1.7 in) to 1,852 mm (72.9 in), this being identical in width to the outgoing GTS model. New 20-inch front and 21-inch rear wheels come standard with S-enhanced Carreras, the former on 245/35 ZR-rated rubber and the latter on a mighty set of 305/30 ZRs—base 911s will get a staggered set of 19s and 20s.
Despite all the extra aluminum used in the new body and chassis, both new C2S and C4S models add 55 kilos (121 lbs) of unladen weight, according to the Porsche Canada retail site, with the outgoing 2019 Carrera S hitting the scales at 1,460 kilograms (3,219 lbs) compared to the 2020 model’s 1,515 kg (3,340 lbs), and the old Carrera 4S weighing in at 1,510 kg (3,329 lbs) compared to 1,565 kg (3,450 lbs) for the redesigned car.
At first glance that extra weight shouldn’t have much if anything to do with the powertrain, because the new car’s horizontally opposed six-cylinder engine once again displaces 3.0 litres. It’s heavily reworked, mind you, with somewhat weightier cast-iron headers replacing the old mill’s stamped steel manifolds resulting in freer flowing exhaust, plus an entirely new and pricier piezo injection system for more precise fuel delivery, a fresh set of turbochargers pulled from the outgoing GTS powerplant, and a single new intercooler that’s now housed centrally on the 992’s backside instead of the two previously hidden within the 991’s rear fenders.
The improvements allow for a higher 10.5:1 compression ratio, up from 10.0:1, which combine for a 23-horsepower and 22-lb-ft advantage over the outgoing C2S and C4S, with thrust now rated at 443 horsepower and twist at 390 lb-ft of torque, resulting in 3.7 seconds from standstill to 100km/h for the former and 3.6 seconds for the latter, or 3.5 and 3.4 seconds respectively with the Sport Chrono Package added, while top speeds are set to 308 and 306 km/h (190 and 191 mph) apiece. Incidentally, the base engine, which keeps the same turbos as last year’s car, increases output by 15 horsepower to 385.
You may have noticed there were no differing times between manual and automatic transmissions, this because 2020 C2S and C4S trims will initially come standard with Porsche’s new eight-speed PDK dual-clutch automated transmission, up one gear from the outgoing automatic, with a mostly unchanged seven-speed manual gearbox expected later in the year.
The new eight-speed PDK was first introduced in the recently updated Panamera, and despite initially being housed in such a large model, was chosen for the 911 due to space improvements. The gearbox doubles its shafts for a shorter, more compact design, even leaving room for a future electric motor when fitted to a similarly sized housing. This means we should expect a plug-in hybrid version of the 911 sometime in the not-too-distant future, and if the just noted Panamera is anything to go by, it’ll one day be the most potent form of 911 available.
As always, the updated PDK comes with standard steering wheel-mounted paddle shifters, but this time they’re an absolute must because Porsche has replaced the old model’s conventional shift lever with a tiny little electronically actuated nub, saving enough centre console space for a cupholder while modernizing the interior design. Most won’t complain, even old-schoolers wanting to adjust the audio system’s volume and swap stations/tracks via rotating knobs, which can both still be found on the same lower console.
All adjustments are now displayed on a 3.9-inch larger 10.9-inch infotainment touchscreen that also gets better resolution quality and greater depth of colour than its predecessor, plus updated graphics, improved performance, more functions from fewer physical buttons, and most everything else already included with more recently redesigned Porsche models. This said the instrument panel housing all of the above pays much respect to 911s of the ‘60s, ‘70s, ‘80s, and yes even the ‘90s, all of which were only slight adaptations of the same horizontal theme until the aforementioned 996 arrived in 1999. The new IP even incorporates a narrow shelf that mimics the lower edge of the classic dashboard, this one potentially more functional, if attaching car-sized Pokemon or Hello Kitty action figures—sigh, I’ve seen these in Ferraris, Lamborghinis and McLarens too.
Even the comparatively radical 996 didn’t stray too far from the sacrosanct original when it came to organizing its primary gauge cluster, but this time around Porsche went so far as to visually separate each dial like the earlier cars, instead of letting their circular edges bleed into each other. Nevertheless, there’s only one mechanical gauge at centre, the tachometer as always, with the four surrounding dials held in place via virtual reality thanks to large TFT/LCD displays that are also capable of showing route guidance, audio, trip, and cruise information, plus more. Specifically, the right side incorporates the multi-information display as with the 991, whereas the left portion shows a conventional looking speedometer in default mode or the various new advanced driver assistance systems including adaptive cruise control, blindspot warning, lane keeping assist, etcetera.
Being that the 2020 CS and C4S are not yet available we aren’t able to build them in Porsche’s online configurator, but we already know that 18-way adaptive sports seats will be optional, as will a 360-degree surround parking camera that should look fabulous on the new widescreen display, plus new Night Vision Assist that will provide visual assistance for steering clear of pedestrians or animals in the dark via a heat-sensing thermal imaging camera.
We’ve also been told that C2S and C4S brake-rotor sizes and calipers continue forward unchanged from the outgoing models, but new Porsche Surface Coated Brakes (PSCB), which were introduced last year on the new Cayenne, will now be available with the 2020 911. PSCB adds a hardened tungsten-carbide layer to friction surfaces to enhance stopping performance, while they’re said to last longer than conventional cast iron brakes and reduce dust. The calipers will boast bright white paint to separate them from those used for the standard braking system.
Speaking of standard, a new Wet mode detects as little as one millimetre (0.04 inches) of standing water on the road before alerting the driver, who then has the option of adjusting to a more sensitive stability control setting that’s been added to a new version of the same rotating steering wheel-mounted driving mode selector found in the 991. The new 911 will also get standard autonomous emergency braking with moving object detection.
So when can you get the new 2020 Porsche 911 of your choice? As noted the Carrera S and Carrera 4S coupes with the automated PDK gearbox will be first to arrive this summer, after initially launching in Europe. Shortly thereafter we’ll receive Cabriolet versions of the same C2S and C4S models, while later this year we’ll get the base Carrera and Carrera 4 with both manual and PDK transmissions, the former of which should also become available with S models. We can expect the new 992 Turbo to show up at the end of the year, with other models arriving in 2020. Porsche retailers are now placing orders for the Carrera S and 4S.
While you’re waiting to take one for a drive in person, make sure to check out our comprehensive photo gallery above and all of the videos we’ve provided below, the first of which is the 42-minute premiere program that covers every historical 911 era:
The new Porsche 911 world premiere. LIVE from L.A. (42:00):
The new Porsche 911. Timeless machine. (1:24):
The new Porsche 911: Highlight Video. (2:35):
The new Porsche 911: Exterior & Interior Design. (1:09):
The new Porsche 911: First Driving Footage. (0:59):