The fabulous 911 GTS is back, and just like in 2019, the last time Porsche offered the performance-first model with the car’s previous seventh-generation 991 body style, it comes in five distinct variations.…
The fabulous 911 GTS is back, and just like in 2019, the last time Porsche offered the performance-first model with the car’s previous seventh-generation 991 body style, it comes in five distinct variations.
The 3.0-litre flat-six engine’s displacement is unchanged as well, as is its twin-turbo forced induction system, but a new sport exhaust, together with reduced interior insulation, provides louder, more exhilarating sounds, while the GTS’ engine output has been pumped up by 23 horsepower to 473, while torque has increased by 15 lb-ft to 420, both thanks to 2.3 psi of additional boost.
The massaged powerplant slices 3/10ths from the old GTS’ launch time when utilizing its eight-speed PDK dual-clutch gearbox together with the standard Sport Chrono Package (which includes dynamic engine mounts, launch control, and Sport Plus mode), combining for standstill to 100 km/h sprint time of just 3.4 seconds in base Carrera GTS coupe trim, all before a 1-km/h-faster 311 km/h top track speed.
The AWD-enhanced Carrera 4 GTS is even quicker off the line, launching from zero to 100 km/h a mere 3.3 seconds, but its terminal velocity is a hair slower at 309 km/h. The Carrera GTS Cabriolet can achieve the same top track speed as the Carrera 4 GTS, although at 3.6 seconds to 100 km/h it’s the slowest of the five. This said, the Carrera 4 GTS Cabriolet and Targa 4 GTS coupe each shave a 10th from the most affordable GTS convertible, with 0-100 km/h sprints only requiring 3.5 seconds, and their top speeds maxxing out at 307 km/h.
Of note, those wanting a DIY transmission can opt for Porsche’s seven-speed manual, at no difference in price from the PDK. The short-throw shifter is a full 10 mm stubbier than the gear lever in the regular 911, but this isn’t the drivetrain to get if drag racing is your thing, as straight-line acceleration is down some 0.7 to 0.8 seconds (depending on the model) compared to the PDK. Instead, the manual is best for those who enjoy the art of driving.
The best of such moments can often be found when a given road starts to wind, and to that end the new GTS includes a Porsche Active Suspension Management (PASM) system that was pinched from the newest 911 Turbo, while coupe and convertible models now roll on a 10-mm lower sport suspension that to improves aerodynamics and provides enhanced transitional response.
The GTS’ 20-inch front and 21-inch rear Satin Black alloys were pulled from the 911 Turbo S, however, as were their 245/35R20 front and 305/30R21 rear summer performance tires, while the high-performance brakes hiding behind the spokes were initially developed for the regular 911 Turbo. These boast red-painted six- and four-piston aluminum monobloc fixed calipers, with 408- and 380-mm cross-drilled and internally vented rotors front to back.
Additionally, a new Lightweight Design package, that chops up to 25 kilograms from the model’s curb weight, can be had for the first time on a GTS, featuring a set of carbon fibre-reinforced plastic (CFRP) full bucket seats, lightweight side and rear window glass, deleted rear seats, plus more.
As far as aesthetics go, the SportDesign package is standard on all GTS models, so therefore the front fascia, side sills, and rear styling is unique when put side-by-side with other 911 models. Additionally, black is once again the theme from the outside in, most noticeable with the cars’ tail lamps that feature darkened lenses, while the Targa features a darker roll hoop with black lettering on both sides.
Inside, black suede-like Race-Tex microfibre surfaces the steering wheel rim, shift knob, centre seat panels, door handles, armrests, and the centre storage compartment lid/armrest, aiding grip and adding plush style. What’s more, buyers can opt for optional red stitching in key areas, or just keep it black on black.
Being based on the new eighth-gen 911, the new GTS features the upgraded Porsche Communication Management (PCM) 6.0 infotainment system, that features a more user-friendly interface design, faster response to inputs, plus Android Auto smartphone integration (joining Apple CarPlay that was already available).
Porsche improved the PCM’s voice assistant as well, which can now recognize natural speech more easily. All a user needs to do to activate the upgraded system is say, “Hey Porsche,” and then follow the prompts. Another PCM 6.0 bonus is the Porsche Track Precision app that lets track driver’s time laps and much more, plus a tire temperature display is also part of the standard package when choosing a GTS.
The new 911 Carrera GTS: More of What You Love (2:41):
The new 911 Carrera GTS: Drone POV (1:00):
Story credits: Trevor Hofmann
Photo credits: Porsche
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.
Unfortunately, I didn’t have a 2020 Gran Coupe available for this review, so instead I’ll point you back to a 2015 BMW 428i xDrive I previously reviewed, and on that note the two cars featured in this road test are actually 2019 models that fell between the cracks, so allow me some creative license as these two were not fundamentally changed from model years 2019 to 2020, and reviewing them now allows the opportunity to point out where aesthetic updates and trim modifications were made.
This last point is fairly easy, with the only changes made from 2019 to 2020 being colour options, the Coupe losing Glacier Silver and Melbourne Red metallics and thus reducing its exterior colour count to two standard solid shades and three metallic options. The same seven interior motifs are available, and there are no changes with its myriad option packages. The Cabriolet loses its alternative black mirror caps in base trim (at least from the factory) and drops the same two hues as the Coupe, but adds a new metallic called Sunset Orange, while swapping Tanzanite Blue for Tanzanite Blue II. Lastly, the Gran Coupe eliminates Glacier Silver too (it didn’t have Melbourne Red), while adding Aventurine Red II Metallic, plus it trades the same two Tanzanite hues while swapping Frozen Silver for Frozen Dark Grey. And that’s it.
My two testers were painted in $895 optional Glacier Silver and Estoril Blue metallics, by the way, the latter getting plenty of looks with the top down thanks to beautifully contrasting Ivory White leather clad interior. It’s hard to believe that BMW no longer offers three of its sportiest models in Germany’s official racing livery, but the brand was never part of the silver arrows era anyway, its chosen colour in motorsport always being white with mostly blue accents. It nevertheless looks good in classic silver, especially with the blackened trim and wheels.
Both testers were near fully loaded, being 440i powered and xDrive controlled. Base 4 Series models come with the 430i powerplant, which denotes BMW’s 2.0-litre turbo-four with 248 horsepower and 258 lb-ft of torque, resulting in lively performance albeit par for the course in this class, whereas 440i models receive the automaker’s turbocharged 3.0-litre inline-six good for a much more spirited 326 horsepower and 332 lb-ft of torque. The only model available without all-wheel drive is the 440i Coupe, but a quick glance at the back of my tester reveals the BMW’s “xDrive” emblem, which meant mine was not one of these rare rear-drive beasts.
Much to my chagrin, BMW didn’t include its wonderful six-speed manual in either car, although it is (was) available in the 440i Coupe (only). Was? Yes, this time of year you’ll need to take whatever you can get, meaning snap up a rear- or all-wheel drive 440i Coupe with a manual if you can find one, because there are obviously no more factory orders for this now updated car, and only M4s will offer manuals hereafter.
Alas, BMW has abandoned both the manual transmission and silver, no less at a time when we should all be considering investing in precious metals. What could be next? I’ll point you to my exhaustive overview of the new M3 and M4 for some of those details, at which point you’ll clearly appreciate that the German brand’s twin-kidney grille remains at large for 2021, or rather larger than life, which, I reiterate, is a good reason any available 2020 models will be hot commodities right about now. Let’s face it, while BMW deserves kudos for bravery, its significant stretch from conservatism hasn’t been universally praised to say the least.
I, for one, happen to love these two cars’ styling, and might even appreciate the outgoing Gran Coupe more. They’re all elegantly balanced designs with classic BMW cues as well as more visual muscle than any predecessors, plus they combine the most impressively crafted interiors, highest levels of technology, and best overall performance offered in any non-M-branded compact BMW ahead of the new 2021 models.
The 440i’s cabin is at a level of quality and refinement above most everything in this class. Along with the expected soft-touch synthetic surfaces normally found in this segment, BMW covered the entire dash-top and door uppers of the Cabriolet in rich, high-quality French-stitched leather, while the door panels received gorgeous white diamond-pattern leather inserts. The Coupe was less opulently attired, preferring a sportier black on black interior with a regular pliable composite dash and a tighter diamond pattern for its leather door inserts. Either way, both 4 Series doors wore premium soft-touch surfaces right to their very bottoms.
Both cars’ seats were exquisitely detailed in perforated hides, the Coupe’s even sporting contrasting light grey piping and stitching, whereas the Cabriolet’s creamy leather was sewn together with black thread. Plenty of satin-finished aluminum and piano black lacquered trim highlighted key areas in both models, while the instrument panel, lower console and doors were enhanced with a tasteful array of glossy dark hardwood in the Cabriolet and ideally suited patterned aluminum inlays for the Coupe. The switchgear in both cabins was once again of the highest quality, BMW cutting zero corners in this respect.
Moving up to 2021 4 Series models will allow for a fully digital primary gauge cluster, which for some will be a worthwhile expense, and while I’ve enjoyed playing around with such devices from other brands, I’d have no issue staying put with the outgoing 4’s mostly analogue dials. They’re classic BMW kit after all, with a small full-colour, high resolution multi-information display at centre, but all infotainment features, such as navigation mapping, audio details, phone queries, car setup functions, parking camera, etcetera are best done from the widescreen display atop the centre stack.
Again, there are more advanced infotainment systems in the industry, particularly in the new 4 Series, but this setup is easy on the eyes, fully featured and responds to inputs more than fast enough. I like BMW’s tile layout that allows finger swiping from function to function or modulation from the console-mounted rotating iDrive controller and surround quick-access buttons. This is well sorted and should be easy for anyone to learn how to use, given some time and practice.
Tooling around town is a wholly different experience depending on which model you purchase. The 440i Cab made for a wonderful winter reprieve, almost causing me to feel as if summer was back and the good times of evening drinks on patio bistros were around the corner. Yes, that thought might seem masochistic to contemplate amid our current health crisis, but personal luxury cars like this 4 Series Coupe and Convertible are ideal for getting away from all the madness, whether during your daily commute or on a weekend retreat. The well-insulated retractable hard-top made it feel coupe-like as well, and it takes barely a moment to lower, plus can be done while on the move.
Getting off the line and ahead of packed traffic is no issue when the “440i” emblem is stamped on the rear deck lid, each car’s ability to shoot forward from standstill smile inducing to say the least. Then again, the 430i Coupe doesn’t give up much forward momentum, scooting from zero to 100 km/h in just 5.8 seconds compared to the all-wheel drive Coupe’s 4.9 and rear-drive version’s 5.1 seconds. Yes, four-wheel traction matters more than the extra 39 kilos of curb weight, but mass does cut into the 200-kilogram heavier Cabriolet’s performance with less energetic times of 6.4 and 5.4 seconds for the 430i and 440i variants respectively. The Gran Coupe merely adds 0.1 seconds to each all-wheel drive Coupe sprint, resulting in 5.9 and 5.0 seconds from 430i to 440i. All 4 Series models are limited to a 210-km/h (130-mph) top speed.
Likewise, I could feel the Cabriolet’s heft in the corners, but not so much that it became unwieldy. In fact, if I had never driven the Coupe before I’d be wholly satisfied, as its handling is wonderfully predictable and oh-so capable when coursing through serpentine stretches at high speeds. The Coupe is just that much better, its lighter curb weight and stiffer body structure providing a more playful attitude that seems to always want to please.
This side of an M4, the only way to make the 440i Coupe better would’ve been the six-speed manual, but the eight-speed auto was impressive as far as commuter transmissions go, shifting quickly in its sportiest mode, when the steering wheel-mounted paddles came into play, yet smooth all the time.
Likewise, both cars’ suspensions soaked up road imperfections well, and never unsettled my forward trajectory, even when pushing hard over some poorly paved sections of curving backroad. They were a pleasure to drive around town too, their comfortable seats, both featuring extendable lower cushions, wonderfully supportive.
The Cabriolet is about as practical as this class gets in back, which isn’t all that much, but the Coupe offers room enough for two adults and the Gran Coupe more so. The same goes for cargo space that ranges from 220 litres in the Cab to 445 litres in either hard-top car, while all cars get a 40/20/40 split-folding rear seat with a particularly wide and accommodating centre pass-through.
Now that I’m being pragmatic, fuel economy is actually quite good in all of the 4 Series models, the best being the base 430i Coupe and Grand Coupe that share a 10.2 L/100km city, 7.2 highway and 8.8 combined rating, whereas the 430i Cab is good for a claimed 10.6 city, 7.3 highway and 9.1 combined. The thriftiest six-cylinder 4 Series is the rear-drive automatic 440i Coupe at 11.2 L/100km in the city, 7.3 on the highway and 9.4 combined, followed by the both the 440i xDrive auto Coupe and Gran Coupe with ratings of 11.4 city, 7.6 highway and 9.7 combined. The 440i Cab achieves a respective 11.8, 7.9 and 10.0, and lastly the two manually-driven Coupes come in at 12.8, 8.8 and 11.0 for the rear-drive model and 13.0, 8.5 and 11.0 for the xDrive version. All require pricier premium fuel, but that’s par for the course with German luxury vehicles.
Now that I’ve lulled you to sleep, I should wake you up by mentioning that BMW is currently offering up to $10,500 in additional incentives for 2020 4 Series models, one of the most aggressive discounts I’ve ever seen offered by any manufacturer on any car, so you might want to head over to the CarCostCanada 2020 BMW 4 Series Canada Prices page to learn more. You can build each model right down to their 20-plus options and aforementioned colours, plus you can learn about any manufacturer leasing and financing deals, available rebates and dealer invoice pricing that will give you a major edge when negotiating your deal. Find out how the CarCostCanada system works, and make sure to download their free app so you can have all of this critical info with you when you’re at the dealership.
I can’t look into the future to guess whether or not the new 2021 4 Series models will eventually be accepted by pre-owned BMW buyers in order to predict their future resale values, because it really will take some time for fans of the brand to make up their collective minds. I don’t even want to think too far ahead regarding my own future tastes, but I can say for sure this most recent 4 Series design has weathered the test of time well. I see it as a future classic, and would be more inclined to pick one of these sure bets up instead of risking my investment on its unorthodox replacement. All I can say is, get one while you can.
Story and photos by Trevor Hofmann
Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous…
Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous 911 Turbo to share the limelight, and we think that its 572 horsepower 3.8-litre flat-six will be enough to create a buzz of its own.
After all, the regular Turbo provides 32 additional horsepower over the previous 2019 911 Turbo, which is enough to shoot it from zero to 100km/h in a mere 2.8 seconds when upgraded with the Sport Chrono Package and mounted to the 911’s lighter Coupe body style. Then again, you can go al fresco and still manage 2.9 seconds from standstill to 100km/h, both times 0.2 seconds less than each models’ predecessor.
The 911’s acclaimed “boxer” engine makes a robust 553 lb-ft of torque in its newest generation, which is 30 lb-ft more than previously. That makes it more potent than the previous 911 Turbo S, upping torque, horsepower and acceleration times, due in part to new symmetrical variable turbine geometry (VTG) turbochargers that feature electrically controlled bypass valves, a redesigned charge air cooling system, and piezo fuel injectors. This results in faster throttle response, freer revving, better torque delivery, and sportier overall performance.
The new 911 Turbo incorporates the same standard eight-speed dual-clutch PDK automated gearbox as the 911 Turbo S, while both cars also feature Porsche Traction Management (PTM) all-wheel drive as standard equipment too. It’s all about high-speed stability, necessary with a top track speed of 320 km/h (198 mph).
Additionally, the new 911 Turbo gets similarly muscular sheet metal as the Turbo S, its width greater than the regular Carrera by 46 mm (1.8 in) up front and 20 mm (0.8 in) between its rear fenders. This allows for wider, grippier performance tires that measure 10 mm (0.4 in) more at each end. The front brake rotors are 28 mm (1.1 in) wider than those on the previous 911 Turbo too, while the same 10-piston caliper-enhanced ceramic brakes offered with the Turbo S can also be had with the less potent 911 Turbo. Yet more options include the previously noted Sport Chrono Package, as well as a Sport suspension, Porsche Active Suspension Management, and rear-wheel steering.
Porsche has upgraded the 911 Turbo’s cabin over the Carrera with some performance goodies too, including standard 14-way powered Sport seats and standard Bose audio, while a Lightweight package removes the rear jump seats and swaps out the standard front Sport seats for a unique set of lightweight buckets, while also taking out some sound deadening material for a total weight-savings diet of 30 kilos (66 lbs).
Also available, the 911 Turbo Sport package includes a number of SportDesign enhancements such as black and carbon-fibre exterior trim as well as clear taillights, while a Sport exhaust system can also be had. The options menu continues with Lane keep assist, adaptive cruise control, night vision assist, a 360-degree surround parking camera, Burmester audio, and more.
The 2021 Turbo Coupe and 2021 Turbo Cabriolet will arrive at Canadian Porsche dealers later this year for $194,400 and $209,000 respectively, but take note you can order from your local Porsche retailer now.
Before you make that call, however, check out the 2021 Porsche 911 Canada Prices page at CarCostCanada, because you’ll learn how to access factory leasing and financing rates from zero percent. You can also find out about possible rebates and dealer invoice pricing that could save you thousands. See how it works now, and remember to download the free CarCostCanada app from the Apple Store or Google Android Store, so you can access all the most important car shopping information from the convenience of your phone when at the dealership or anywhere else.
Story credits: Trevor Hofmann
Photo credits: Porsche
Looking at today’s Porsche 911 makes it hard to believe its predecessors once used no-draft windows to ventilate, but such was the case right up until the water-cooled 996 arrived in 1998. Now, however,…
Looking at today’s Porsche 911 makes it hard to believe its predecessors once used no-draft windows to ventilate, but such was the case right up until the water-cooled 996 arrived in 1998. Now, however, Porsche has become a leader in climate control.
Multi-zone automatic climate control systems only exist because all us feel temperatures differently. Porsche has long offered such individualized HVAC systems in its sports car and SUV lineup, but they’ve taken the concept to new levels when it comes to the new 911 Cabriolet, by developing a cabin temperature sensor capable of detecting when the fabric top is being opened and then immediately making necessary adjustments to maintain chosen temperatures.
The sophisticated system uses 20 external and 20 internal interfaces that continuously process about 350 signals in half-second intervals, including outlet, exterior, and coolant temperatures, as well as engine speed, insolation, and vehicle speeds. Now, after factoring in retractable roof, door and seating information, it has the ability to slowly suppress one of these sensors when the convertible top is opened. The result is optimal air temperature, air ventilation volume and air distribution to each occupant for ideal temperature comfort.
“Even in the searing summer heat of the city, 911 Cabriolet drivers are surrounded by a pleasant freshness,” claims Porsche in a press release.
The German brand points out that its intelligent climate control system is particularly effective at low speeds and in cooler weather that normally results in warm feet and a cool head while driving with the top down. The system is now able to distribute more warm air to the driver and front passenger through the centre vents, which provides “a cozy veil of heat without having the unpleasant sensation of air being blown in their faces,” adds Porsche. The 911 Cabriolet’s driver will also benefit from “blissfully warm hands on the steering wheel,” making the need for warm gloves and winter jackets unnecessary.
Story credit: Trevor Hofmann
Photo credits: Porsche
“Winter temperatures, precipitation, and snowfall will be above normal,” says The Old Farmer’s Almanac in this year’s Annual Weather Summary for Southern Ontario, while those in Southern BC can…
“Winter temperatures, precipitation, and snowfall will be above normal,” says The Old Farmer’s Almanac in this year’s Annual Weather Summary for Southern Ontario, while those in Southern BC can expect the next six months to be “colder than normal.”
Are you ready for another bone-chilling winter? Yes, Jack Frost has been a bit naughtier than usual over the past couple of years, and this stormy trend probably won’t end soon, but don’t worry because Porsche has your back.
As any sports car fan knows, the quintessential German performance brand has been rolling out its all-new 2020 911 Carrera in stages throughout this year, and the latest edition is ideally timed to fight off the white fluffy stuff (or more often than not, brown mucky stuff) that makes our roads slippery and challenging to navigate unless you’ve got the right equipment. The gear in question is Porsche’s new 911 Carrera 4 Coupé or 911 Carrera 4 Cabriolet, with the number “4” designating all-wheel drive in Porsche-speak.
The new Carrera 4 uses the same 3.0-litre twin-turbo flat six as found in the Carrera 2, capable of 370 horsepower and 331 lb-ft of torque. The Carrera 4 Coupe can launch from zero to 100 km/h, which at only 4.5 seconds is a hair (0.1 seconds) faster than the two-wheel drive version when set up with its base seven-speed manual gearbox; or 4.3 seconds with its paddle-shifter enhanced dual-clutch eight-speed PDK, or 4.1 seconds when the latter automated transmission is combined with the model’s Sport Chrono Package.
Additionally, standstill to 160 km/h takes a mere 9.7 seconds with the manual and 9.3 seconds for the PDK, while the two cars top out at 292 and 290 km/h respectively. Alternatively, the Carrera 4 Cabriolet takes an additional 0.2 seconds to complete all sprint times, and achieves a terminal velocity of 289 km/h.
Just like the 2020 Carrera 4S introduced earlier this year, the new Carrera 4 uses an innovative water-cooled front differential, which incorporates reinforced clutches that increase load capacities and overall durability. When combined with Porsche Traction Management (PTM), the updated front axle drive system improves the Carrera 4’s traction in slippery conditions, while also enhancing performance in the dry.
What’s more, all 2020 911 Carrera owners will get a new standard Wet mode added to the revised steering wheel-mounted drive mode selector, the unique technology automatically maintaining better control over watery or snowy road surfaces when engaged. Each new 911 also receives standard autonomous emergency braking with moving object detection to improve safety further, while a high-definition backup camera and rear parking sensors are also standard equipment.
Porsche Active Suspension Management (PASM) comes standard too, including electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring, standard on S and 4S models, is now optional with the Carrera 4 Coupe and Carrera 4 Cabriolet.
Yet more available options include the Porsche Ceramic Composite Brake (PCCB) system, as well as staggered front to rear 20- and 21-inch alloy wheels, while staggered 19- and 20-inch alloys are standard equipment.
The italicized “4” on the rear deck lid aside, the only way to differentiate the two Carrera 4 models from the two Carrera 2 trims is a twin set of rectangular tailpipes in place of the base model’s dual oval exhaust tips; Carrera 2S and 4S trims featuring four rounded chrome pipes. This said, you can upgrade both Carrera 4 models with a pair of big oval exhaust ports, at which point you’d probably be best to rely on the written designation for classification purposes.
There are no obvious 911 C2 and C4 differences inside, mind you, with both trims coming standard with Porsche’s mostly digital primary gauge package, the traditional analogue tachometer remaining at centre, plus the same 10.9-inch Porsche Communication Management (PCM) touchscreen infotainment system featuring enhanced connectivity, as well as identically redesigned seats.
The entirely new 2020 Porsche Carrera 4 Coupé starts at $111,900, while the Carrera 4 Cabriolet is available from $126,000. Both can now be ordered at your local Porsche retailer.
If you don’t know about the all-new eighth-generation 2020 Porsche 911 yet, where have you been hiding? It was introduced at the Los Angeles Auto Show back in November of 2018, while the Cabriolet arrived…
If you don’t know about the all-new eighth-generation 2020 Porsche 911 yet, where have you been hiding? It was introduced at the Los Angeles Auto Show back in November of 2018, while the Cabriolet arrived at Detroit’s North American International Auto Show in January. Those two cars we first saw seven and nine months ago, however, were mid-range Carrera S models, so it was high time Porsche released images and info about its base Carrera Coupe and Cabriolet.
The formidable S will soon arrive with 443 horsepower and 390 lb-ft of torque, resulting in 3.7 seconds from zero to 100km/h for the C2S and 3.6 seconds for the C4S, or 3.5 and 3.4 seconds respectively when the Sport Chrono Package is added, but take note that while the new base Carrera isn’t as intensely capable off the line it’s still a force to be reckoned with.
The new 911 Carrera Coupe and Cabriolet share the same basic 3.0-litre horizontally opposed twin-turbocharged six-cylinder engine, but it features a different set of turbochargers for a more conservative yet still considerable 379 horsepower and 331 lb-ft of torque. Take note these new numbers add 9 horsepower over the outgoing 2019 model, resulting in standstill to 100km/h in just 4.2 seconds or 4.0 with its Sport Chrono Package, which is a big step up from the outgoing base Carrera that could only manage 4.6 or 4.2 seconds respectively.
In an unusual move, at least for Porsche, the new 911 Carrera will initially only be available with the brand’s new eight-speed dual-clutch PDK gearbox, which is up one gear from the outgoing automatic. This upgraded transmission was originally announced with the Carrera S that also won’t see its seven-speed manual arrive until later in the model year.
The new 2020 Carrera Coupe maxes out at 293 km/h (182 mph), which is identical to the outgoing 2019 model and slightly below the new 2020 Carrera S Coupe that tops out at 306 and 308 km/h (190 and 191 mph) with and without the Chrono Sport Package respectively. The Cabriolet, on the other hand, will be capable of a 291-km/h (181-mph) top speed, its ability to nearly keep up with the hardtop version due to magnesium surface elements dubbed “bows” integrated within the redesigned fabric roof’s structure that prevent “ballooning” at high speeds.
Incidentally, that soft top, which is now larger in order to snuggly fit over a more accommodating cabin, can open and close while driving at speeds of up to 50 km/h (30 mph), and takes just 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.
Below that well insulated top, the new 911 Carreras get a totally updated interior with a big 10.9-inch high-definition centre touchscreen, while new driving tech includes Porsche’s exclusive Wet Mode that allows for more control during inclement weather to improve safety.
While all features just noted are standard with the Carrera S, the new base model will receive a smaller set of uniquely designed 19-inch alloy wheels on 235/40 ZR performance tires in front as well as a larger set of 20-inch alloy rims wearing 295/35 ZR rubber at the back. What’s more, the regular Carrera’s 330-millimetre brake discs are also smaller than the Carrera S rotors, these pressed down on via black-painted four-piston monobloc fixed calipers, whereas the base model’s exhaust system features special individual tailpipe covers.
So far Transport Canada hasn’t provided fuel economy figures for the upcoming 2020 911 models, but Porsche is claiming that its new base Coupe and Cabriolet will be good for 9.0 and 9.2 L/100km city/highway combined respectively on the New European Driving Cycle (NEDC).
Fortunately Porsche has announced Canadian prices, with a significant increase over the outgoing model’s $104,000 base price to $111,000, while the Cabriolet’s entry price has increased from $118,100 to $125,600. Porsche is no doubt banking on the two new models’ many improvements justifying those $7,000 and $7,500 price increases, one of which is the standard PDK automatic (prices may be reduced when a manual arrives), but it will be interesting to see how more value-driven competitors, such as the new 526-horsepower mid-engine C8 Corvette, which will start here in Canada at just $69,998, will eat into 911 sales.
Nevertheless, the 2020 Porsche 911 Carrera Coupe and Cabriolet can be ordered now and will be delivered early next year, while all-wheel drive versions will be available soon. While you’re waiting to get yours, make sure to enjoy the complete photo gallery above and the lone video below:
The new 911 Carrera Coupé and 911 Carrera Cabriolet. (1:00):
Porsche celebrated its 70th birthday by launching a sensational rendition of its first ever car, the 356 ‘No. 1’ Roadster from 1948, which immediately sent the prognostication crowd into a flurry…
Porsche celebrated its 70th birthday by launching a sensational rendition of its first ever car, the 356 ‘No. 1’ Roadster from 1948, which immediately sent the prognostication crowd into a flurry of future production model forecasts about the brilliant new 2018 911 Speedster Concept. Fortunately those claiming its imminent reality were proven correct in a recent announcement, and this 2019 911 Speedster is the result, now available to order for $312,500.
To clarify, the new 911 Speedster is a 2019 model, meaning that it rides on the outgoing 991 version of the much-lauded GT3 Coupe, not the upcoming internally code-named 992, or 2020 911 that’s been in the news lately.
It’s safe to say the 1,948 fortunate buyers who will begin receiving their limited edition Speedsters later this year won’t care one iota about its rolling stock, because the 991 remains a particularly attractive variation on the 911 theme, and this new Speedster possibly the most stunning of all.
What’s more, the GT3 Coupe it’s based on won’t arrive in 992 guise for quite some time, and therefore the only way to get a 500 horsepower 4.0-litre six stuffed behind the rear axle, capable of a lofty 9,000 rpm redline and solid 346 lb-ft of torque, is to choose a current GT3 or opt for the immediately collectable Speedster, the latter actually good for a slight increase to 502 horsepower thanks to throttle bodies from the GT3 R race car.
This results in a 4.0-second sprint from standstill to 100km/h, which is only 0.1 seconds off the blisteringly quick GT3’s time, while its top speed is claimed to be 310 km/h, 10 km/h slower than the GT3.
Factor in that the Speedster only gets Porsche’s GT Sport six-speed manual transmission, also pulled from the GT3 and saving four kilograms when compared to the seven-speed manual found in regular 911 models, and that acceleration time is even more impressive (paddle-shift operated dual-clutch automated gearboxes are usually quicker).
Along with the GT3 powertrain, which incidentally comes with dynamic engine mounts from the GT3, the Speedster also makes use of its agile race-spec chassis featuring a specially calibrated rear axle steering system, but that’s where the similarities end, with body alterations including lower cut front and side windows, two flying buttress-style “streamliners” formed from carbon fibre composite on the rear deck totally shielding the rear seats, a carbon fibre hood and front fenders, polyurethane front and rear fascias, and a lightweight manually operated cloth top.
Porsche was smart to gentrify this important feature for easier daily life, because the concept had a button-down tonneau cover that probably wouldn’t have gone over so well, while the Stuttgart company also removed the “X” markings on the headlights, which symbolized tape that was often used to stop potentially broken lenses from littering the racetrack with glass and puncturing tires; the deletion of the ‘50s-style gas cap found in the centre of the concept’s hood for quick refueling from overtop the tank; and a move to stock exterior mirror housings in place of the Talbot caps that were popular back when the 356 ruled the track. Classic 356 series enthusiasts can sigh a breath of relief that Porsche kept the gold-coloured “Speedster” lettering on the thick B-pillars and rear engine cover, however, but keep in mind you’ll only find them on an upgrade package (keep reading).
Just in case you missed all the carbon fibre noted earlier, the Speedster is as much about lightening loads as it is about power. In fact, the Speedster doesn’t even have standard air conditioning or an audio system (these are optional), but with performance as its sole goal it hits the road with a standard set of stronger, lightweight carbon ceramic brakes, featuring yellow six-piston aluminum monobloc fixed calipers up front and four-piston aluminium monobloc fixed calipers in the rear, these chopping a considerable 50 percent of weight from the regular 911’s cast iron discs. Circling the brakes are centre-lock Satin Black-painted 20-inch rims on UHP (Ultra High Performance) rubber.
The 911 Speedster’s interior gets the lightening treatment too, with new door panels featuring storage nets and door pulls instead of handles, while the standard black leather upholstery can be enhanced with red contrast stitching on the instrument panel and “Speedster” embroidered headrest badges. This upgrade also gets red door pulls, as well as a GT Sport steering wheel topped off with a red centre marker at 12 o’clock. The cabin also boasts a carbon fibre shift knob and doorsill treadplates, these latter items further improved with “Speedster” model designations.
The new 911 Speedster will can also be had with a Heritage Design Package, which looks much closer to the concept, as well as original 356 Speedsters from the 1950s. The package includes white front bumper and fender “arrows” over GT Silver Metallic exterior paint, plus the gold Speedster lettering noted earlier, and classic Porsche crests. Also, the racing-style number stickers on each side are optional, so if you don’t like them don’t worry, but if you do you can have Porsche customize them with your favourite number. Additionally, the Heritage cabin gets a few changes too, such as two-tone leather upholstery with an historic Porsche crest embroidered onto each headrest, while key trim pieces and the seatbacks come painted in body-colour.
If you’d like to add a Speedster to your collection, make sure to contact your local Porsche retailer quickly, and while you’re waiting for it to arrive, check out the duo of videos below:
The new Porsche 911 Speedster: First Driving Footage (1:13):
The new Porsche 911 Speedster: Highlight Film (2:10):