Porsche has once again earned top spot amongst premium brands in J.D. Power most recent 2021 Customer Service Index (CSI) Study. It’s the second time in three years that Porsche was awarded first place…
Porsche has once again earned top spot amongst premium brands in J.D. Power most recent 2021 Customer Service Index (CSI) Study.
It’s the second time in three years that Porsche was awarded first place in the luxury sector, and this happened just a month after the brand earned a “most trouble-free new car overall” ranking for its 911 sports car in the same third-party analytics firm’s latest 2021 Vehicle Dependability Study, and the Macan achieved the highest position possible in its “Premium Compact SUV” class.
“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”
The J.D. Power CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” with the survey’s latest data collection period having taken place from July 2020 through December 2020. More than 62,500 new vehicle owners responded to this CSI study, allowing for a comprehensive ownership base to draw results from.
Porsche garnered 17 additional points since last year’s CSI study, incidentally, with its 2021 results totalling 899 points out of a possible 1,000. The automaker’s retail outlets were ranked in either first or second place in each of the survey’s five categories, which include Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.
According to CarCostCanada, Porsche is offering all models with zero-percent financing, so follow the links embedded into each model’s name (above) to see their body style and trim pricing, to configure a car with all of its colours and options, and learn about any other manufacturer incentives that may be available. Also, be sure to find out about a CarCostCanada membership so you can access dealer invoice pricing that can save you thousands when negotiating your next deal, and remember to download the free CarCostCanada app so you can access all of this important information when you need it most.
Story credits: Trevor Hofmann
Photo credits: Porsche
Porsche Canada has just released pricing for the all-new 502-horsepower 2022 911 GT3, which will start at $180,300. The updated model is now ready to configure and order on the automaker’s retail website,…
Porsche Canada has just released pricing for the all-new 502-horsepower 2022 911 GT3, which will start at $180,300. The updated model is now ready to configure and order on the automaker’s retail website, and at your local Porsche retailer, after which deliveries will arrive this coming fall.
The increase is for good reason, being that Porsche has updated the comfort and communications systems in every new 911 model. Porsche connected services have now been expanded thanks to the adaption of the automaker’s newest Porsche Communication Management (PCM), which features a standard 10.9-inch touchscreen integrating a new simplified interface that was inspired by the version initially used in the new Taycan electric. The revised PCM combines entertainment, navigation, comfort and communications systems into one flexible layout boasting numerous personalization options.
What’s more, the PCM system update marks a trial period extension for Porsche’s connected services, which has grown to 36 months, from 12 months in previous model year 911s. After the three years are up, connected services is continuable via subscription.
Porsche Connect, which comes as part of the connected services package, integrates a bevy of useful features including Voice Pilot that responds to natural language prompts available by saying, “Hey Porsche.”
Also new, the Navigation Plus system now features real-time traffic information, as well as online map updates, plus a calendar and Radio Plus.
Newly added Android Auto is a first for any new Porsche vehicle, and will be much appreciated by the majority of smartphone users who own Android-powered devices. The new PCM continues to integrate with Apple CarPlay too, via wireless and wired connectivity.
There’s good news for lovers of every music genre too, not to mention those who enjoy talk radio on all types of subject matter, and more, because a three-month trial subscription of SiriusXM satellite radio with 360L is now standard.
Additionally, just like with Taycan, all 2022 911 models can feature direct integration of Apple Music and Apple Podcasts when an Apple service subscription is purchased.
Technology in mind, PDK transmission-equipped 911 Carrera, Targa, and Turbo models can now be upgraded with Remote ParkAssist for 2022, which allows the driver to remotely move the car in or out of a parking space via their smartphone when standing outside.
What’s more, Remote ParkAssist is bundled together with Active Parking Support, controlled via the updated PCM. A new 3D Surround View parking camera is optional as well, as is Rear Cross Traffic Alert with Lane Change Assist.
Over and above the new $115,000 base 911 Carrera, the same coupe body style can be upgraded to AWD-equipped Carrera 4 trim from $123,400, or you can get into a Carrera S for $133,100, and Carrera 4S for $141,500.
The updated 2022 911 Carrera Cabriolet starts at $129,600, while removing the top in AWD guise results in the $138,000 Carrera 4 Cabriolet, with the Carrera S Cabriolet available from $147,700, and Carrera 4S Cabriolet from $156,100.
Porsche’s 911 Targa is a good choice for those wanting the best of both coupe and convertible worlds, with the Targa 4 starting at $138,000, and Targa 4S from $156,100, while a trio of 911 Turbo models have the ability to reach the race car-like levels of performance, with 2022 pricing starting at $198,400 for the Turbo, $213,000 for the Turbo Cabriolet, and $235,600 for the Turbo S.
Lastly, the car Porsche considers “the most focused and agile ‘992’ generation car yet” can only be had in one single trim, but no doubt those lucky enough to get into a new 2022 911 GT3 won’t mind spending its relatively reasonable (for what it can do) $180,300.
As noted earlier, the 2022 Porsche 911 is available to order now, with deliveries expected this fall.
Story credits: Trevor Hofmann
Photo credits: Porsche
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…
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
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…
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.
Few sports car concepts excited the motoring masses like the original Porsche Boxster prototype did when debuting at the Detroit auto show in 1993, and not many cars introduced 25 years ago have been as successful, or are even around anymore.
In order to mark the occasion, Porsche has made a new 2021 718 Boxster 25 Years edition available for order now. The new model combines classic design elements from the original concept with the myriad upgrades found on the sportiest version of today’s 718 variant, resulting in a much more modern yet very classy little two-seat roadster.
For those who like the classic look of a traditional sports car, the new 25 Years edition will be all upside, until they find out that it’s limited to only 1,250 units. Alas, you’ll need to be ultra-quick to claim yours, especially if you want to choose the metallic silver version that’s most closely related to the original Boxster show car.
The new 2021 version comes in three colours, black and white also on the menu, but gold highlights complement the front fascia, side engine vents, and “25” year insignia fixed to the rear bumper cap beside to the usual “Boxster” script. Porsche sprayed the gorgeous set of five-spoke alloys in gold too, while the race-inspired aluminum gas cap unfortunately hides from view beneath a cover, instead of being fully exposed like the original.
Just like the original Boxster, the new commemorative model’s powered fabric roof is finished in a deep red and boasts embossed “Boxster 25” script on each front outside section so that it’s displayed when folded down. This rich red colour makes up the majority of the interior, which includes unique leatherwork and special red carpeting. What’s more, the dash trim inlay on the passenger’s side provides a base for this special edition model’s “Boxster 25” plaque, which comes with 0000/1250 numbering, while another “Boxster 25” badge adorns each floor mat.
The new 718 Boxster 25 Years provides a sharp contrast to the car that underpins it, Porsche’s 718 Boxster GTS 4.0 that’s blackened all of the usual bright and brushed metal bits, including the wheels. At the heart of both cars is a 911 GT3-inspired naturally aspirated 4.0-litre flat-six good for 394 horsepower and 309 lb-ft of torque when mated to the standard six-speed manual, 317 lb-ft of twist when hooked up to the seven-speed dual-clutch automated PDK.
With its Sport Chrono Package that paddle-shift actuated transmission will get up and go from standstill to 100 km/h in 4.0 seconds flat, while the DIY shifter will take 0.5 seconds longer to achieve the same feat. Likewise, the manually shifted 718 drop-top moves off the line to 160 km/h in 9.2 seconds, whereas the PDK version once again slices a half second from the same sprint for an 8.7-second time, all ahead of respective top track speeds of 293 and 288 km/h.
The GTS 4.0, 25 Years and all 718 Boxster models for that matter, rival the mighty 911 when it comes to performance, especially when it comes to handling, and out-manoeuvre their competitors as well, which is one of the reasons the entry-level Porsche has had so much success over the decades. Such steady sales chart performance is rare amongst its sports car contemporaries, with the number of discontinued rivals littering the automotive landscape.
Names like XLR (or Allanté) won’t likely be offered on the new market again, while other premium drop-tops to fall by the wayside include Buick’s 1990-1991 Reatta Convertible, Volvo’s 1996–2013 C70, Chrysler’s 2004–2008 Crossfire, Tesla’s 2008–2012 Roadster, and Mini’s 2012–2015 Roadster (the regular convertible is still available). Not all of these were two-seat roadsters, and some didn’t compete directly with the Boxster, but that doesn’t mean there haven’t been casualties amongst the entry-level Porsche’s more direct challengers.
The Boxster was introduced in 1996, just three years after Alfa Romeo’s classic Spider was eliminated from our continent. The stylish German was joined that year by Mercedes’ SLK, both of which followed BMW’s Z3 that initiated the compact luxury two-seat roadster renaissance a year earlier. Audi’s TT followed in 1998, combining for Teutonic dominance in the segment. After initial popularity and a relatively successful three-generation run overall, the TT will be discontinued at the end of its current model cycle, this move following the SLC (the SLK’s successor) being dropped at the end of 2020.
BMW’s Z4 (the Z3’s successor) will be the only luxury roadster nameplate that remains when the SLC disappears, 718 Boxster aside, but the wholly new fourth-gen model now shares components with Toyota’s Supra, so it’s not fully German, let alone European. The latter comment is a nod to Jaguar’s F-Type, a slightly larger rival that entered the market in 2013 and was fully updated for 2021, competing with the Boxster in its entry-level turbo-four and V6 variants.
Those wanting to get their hands on a new 718 Boxster 25 Years shouldn’t expect to get a discount, although the special financing rate should be available. You’ll need to apply it to a pricier 718 Boxster however, the usual $96,900 base price of Porsche’s GTS 4.0 raised to $106,500 when adding all the 25 Years updates. Anyone serious about purchasing should stop reading and call their local retailer now, leaving the rest of us to enjoy the complete photo gallery above and four videos below.
Boxster 25 Years: Walkaround (6:29):
Boxster 25 Years: Forever Young (1:37):
The Boxster at 25: An Homage to its Inception (4:59):