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,…
The 2022 Porsche 911 GT3 can be yours for $180,300, plus freight and fees.
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.
Additionally, you can already configure each and every 911 body style and trim for the 2022 model year on Porsche’s retail site, with pricing for the base model increasing from $113,000 for the 2021s to $115,000 for 2022s.
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.
Pricing for the updated 2022 Porsche 911 Carrera Cabriolet starts at $129,600, while the Carrera coupe can be had for $115,000, which is $2,000 more than last year’s version.
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.
Porsche’s current fastest model, the 2022 911 Turbo S, can be had for $235,600.
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.
All 2022 911 models receive updates to the brand’s PCM infotainment system, plus other standard and optional technologies.
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.
All 2022 Porsche 911 models, including this base Carrera, comes with standard Android Auto smartphone connectivity, plus a three-month trial subscription to SiriusXM satellite radio.
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.
The 2022 Carrera 4 Cabriolet starts at $138,000, with the Carrera S Cabriolet available from $147,700, and Carrera 4S Cabriolet from $156,100.
As noted earlier, the 2022 Porsche 911 is available to order now, with deliveries expected this fall.
Story credits: Trevor Hofmann
Photo credits: Porsche
After doing an exhaustive preview of the 2021 G80 M3 Sedan and G82 M4 Coupe that introduced the brand’s polarizing new bucktooth grille design, which BMW quickly followed up by revealing their near…
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.
The Coupe and this Cabriolet take on different personas, the hard-top being sportier and the drop-top oh-so classy.
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.
Unfortunately, classic Glacier Silver is no longer available.
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.
The Cabriolet’s retractable hard-top looks just as nice as the Coupe’s fixed roof, but it does take on a look of its own.
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.
Full LED headlamps come standard, and look fabulous.
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.
The 4 Series’ sporty front fascia still looks sharp after all these years.
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.
These optional alloys look sensational, contrasting nicely with the silver paint.
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 4 Series’ LED taillights are an attractive design, as are the new 2021 cars’ rear lamps.
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.
The 440i Coupe’s interior is traditional black, the only way many BMW faithful want their car’s cabin.
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.
This Cabriolet’s interior is anything but conventional as far as BMWs go, but it certainly turned smiling heads.
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.
The 4 Series dash layout is ideally organized and made from the best materials.
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.
A closer look shows a cockpit where everything falls precisely to hand.
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.
All 2020 4 Series receive this mostly analogue gauge cluster, which works well and looks classically BMW.
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.
The infotainment display is extremely well designed and easy to use.
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.
Both cars’ front seats were wonderfully supportive and wholly comfortable.
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’s rear seats aren’t as roomy as the Coupe’s or Gran Coupes, but will do the job in a pinch.
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.
The Coupe’s trunk is more spacious than the Cabriolet’s.
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.
You can lift the divider up and out of the way to make the Cabriolet’s trunk roomier when the top is up.
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.
All 4 Series get a 40/20/40 split-folding rear seat with a massive centre pass-through for loading long cargo.
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
When choosing a sports car, plenty of variables come into play. Is it all about styling or performance? How does luxury enter the picture? Of course, hard numbers aside, these are subjective questions…
It’s easy to see why Jaguar’s F-Type SVR Convertible turns heads.
When choosing a sports car, plenty of variables come into play. Is it all about styling or performance? How does luxury enter the picture? Of course, hard numbers aside, these are subjective questions that can only be answered by an individual after contemplating personal preferences. We all have differing tastes, which is why so many competing brands and models exist.
While similarly powerful, a Porsche Turbo provides much quicker acceleration than the Jaguar F-Type SVR being reviewed here, and both are dramatically different through fast-paced curves, with the rear-engine German providing a wholly unique feel when raced side-by-side against the front-engine Brit, and most agreeing the former is more capable at the limit. Nevertheless, the Porsche Turbo is not necessarily more fun to drive.
The F-Type Convertible sports a classic roadster profile, and its well-constructed triple-layer fabric roof looks fabulous.
I’ve enjoyed many Turbos over the years, not to mention a plethora of other 911 models, and all have provided thrills aplenty. Likewise, for F-Type SVRs, having spent a week with 2018, 2019 and 2020 models, the first two coupes and the most recent a convertible. I tend to lean toward coupes more often than open air, mostly because the aesthetics of a fixed roof appeal to my senses. Still, there are a number of reasons I’d be pulled in the direction of this Madagascar Orange-painted F-Type SVR Convertible, the sound emanating from its tailpipes certainly high on the list.
Sure, the coupe provided an identical rasping soundtrack from the same titanium Inconel exhaust system, it was just easier to hear with the triple-layer Thinsulate-insulated cloth top down. Likewise, the source of the noise, Jaguar’s 5.0-litre “AJ-8” V8, making 575 horsepower and 516 lb-ft of torque, has been stuffed between the SVR’s front struts all along, but somehow it feels more visceral when accompanied by gusts of wind.
If it’s all in the details, Jaguar certainly knows what it’s doing.
That’s how I drove it throughout most of my sun-drenched test week, and while I was never tempted to see how stormy its interior would become with the throttle pinned for a 314 km/h (195 mph) top track speed test (322 km/h or 200 mph with the coupe), I certainly dabbled with its zero to hero claim of 3.7 seconds from standstill to 100 km/h in either body style.
Yes, I know this is a very “well-proven” engine (auto code for old), having been offered by Jaguar since 1997 in one form or another, but I could care less because it sounds so fabulous and delivers such scintillating performance, fuel economy be damned.
No shortage of carbon fibre trim throughout.
As for styling, the F-Type is eye-candy no matter which powertrain is chosen, Jaguar even offering an impressively spirited turbocharged four-cylinder in base trims. Of course, along with its sensational straight-line performance, the SVR provides more visual treats in the way of carbon fibre aero aids and trim.
The same goes for the interior, which offers a level of exoticism that sports cars in this class simply can’t match. It’s downright sensational, featuring perforated Windsor leather quilted into a ritzy diamond-style pattern on both the seat inserts and door panels, plus contrast-stitched solid leather on most other surfaces. Additionally, a rich psuede micro-fibre stretches across much of the dash-top, headliner and sun visors, while carbon-fibre and beautifully finished brushed and bright metalwork highlights key areas. The interior clearly appears British in look and feel, yet it’s more modernist than steeped in parlour club tradition (i.e. there’s no wood).
The F-Type SVR’s interior is impeccably crafted.
Jaguar infotainment has improved a lot with each new generation too, the F-Type not receiving a full digital cluster, but nevertheless boasting a big, colourful multi-information display between a gorgeous set of primary analogue gauges. It gets most of the functions found in the centre display, is easily legible and no problem to scroll through via steering wheel controls. Similarly, the just-mentioned centre display is a user-friendly touchscreen jam-packed with stylish high-resolution graphics plus plenty of useful features like a navigation interface with detailed mapping and simple directions settings, an audio/media page with satellite radio, a Bluetooth phone connectivity section, a graphically organized climate panel, an camera interface with many exterior views, an apps section with some pre-downloaded and available downloadable applications, and last but not least, Apple CarPlay and Android Auto smartphone integration.
An advanced multi-information display enhances classic analogue dials.
One more page not yet mentioned is the My Dynamic Setup interface that lets you set up your own individual drive system calibrations. What I mean is, after fine-tuning the SVR’s engine, transmission, suspension and steering dynamics in order to suit outside conditions as best as possible, not to mention your mood, you can mix and match them as much as you like. For instance, you can go for snappier engine response and a quicker shifting transmission along with a more compliant suspension setup, which may be ideal for driving fast over the kind of rough pavement you might find in the types of rural settings that’ll allow you to really open up the car’s performance. For this reason, I’m not a fan of sport settings that automatically firm up the chassis, because a rock-solid suspension setup only works well when coursing over the kind of unblemished tarmac found on recently paved tracks, not real-world patchwork asphalt hack jobs.
The infotainment display provides plenty of features plus a useful rearward view.
This is an apropos descriptor for the roads used when pushing my F-Type SVR Convertible tester near its limits, the car’s unbridled power ideally matched to a particularly stiff, light and well-sorted aluminum body structure, chassis and suspension design. Steering response is quick and the rear wheels follow ideally, no matter how much I applied the throttle. Certainly, it was important to remain smooth, other than applying slightly more than needed when wanting to induce oversteer. The massive yellow calipers signify that Jaguar’s available carbon ceramic brakes fill the SVR’s 20-inch alloys, these being brilliant when it comes to quick stops in succession with barely any fade. Yes, this is a wonderfully capable roadster if you’ve got the confidence to push its limits, but I wouldn’t say it provides the same level of high-speed control as a recent Porsche 911 Turbo. This means the Jag can be even more fun for those with performance driving experience.
Carbon-fibre and suede-like Alcantara line the SVR’s cabin.
I should mention here that Jaguar’s 2020 F-Type SVR is a relative bargain compared to that just-noted 911 Turbo, the Brit starting at just $141,700 with its “head” fixed and $144,700 for the as-tested retractable fabric roof variety, compared to $194,400 and $209,000 respectively for the latest 2021 German variant. Granted, Porsche’s performance alternative is quite a bit quicker as noted earlier, knocking a full second off its zero to 100 km/h sprint time, with the brand’s Carrera S/4S models in the mid-three-second range. These start at $132,700, or in other words considerably less than Jag’s F-Type SVR, but this is where I must interject (myself) by once again saying there’s a lot more to a sports car than straight-line performance.
After all, a number of much more reasonably priced Ford Mustangs sprint into similar territory, while the new mid-engine Corvette dips into the high twos. I’m not comparing a 911 to a Mustang or even the ‘Vette (although the latter car may be embarrassingly comparable to a number of mid-engine Italians), but hopefully you get the gist of what I’m saying. The F-Type SVR delivers an immense amount of premium-level style crafted mostly from aluminum along with phenomenal attention to detail, much made from high-gloss carbon fibre, plus a beautifully crafted interior, superb musical and mechanical soundtracks, and more to go along with its respectable muscle.
As supportive and comfortable as they’re gorgeous, the F-Type SVR delivers a second-to-none interior for this class.
Better yet, a quick check of CarCostCanada’s 2020 Jaguar F-Type Canada Prices page is showing up to $8,950 in additional incentives, which is one of the more aggressive discounts I’ve ever seen on this highly useful site (CarCostCanada provides members with rebate info, details on manufacturer financing and leasing, plus dealer invoice pricing that could save you thousands, via their website and the Apple Store and Google Android Store downloadable CarCostCanada app). The refreshed 2021 F-Type is already being discounted up to $6,000, incidentally, and while we’re on the subject of the new model, there’s no 2021 SVR yet. Instead, the updated 2021 F-Type R gets the same 575 horsepower V8 as the outgoing SVR, but don’t just think it’s a discounted SVR, as the significant $20,400 price reduction for the 2021 R Coupe and $20,800 savings for the 2021 R Convertible probably mean that much is missing from the top-tier package. No doubt Jaguar will introduce a more potent 2021 SVR soon, complete with all of its sensational upgrades, so we’ll have to keep our ears to the ground for this one.
All said, the current 2020 Jaguar F-Type SVR is a fabulous offering from a brand that’s steeped in sports car tradition, and well worth its very reasonable entry price. I’ve driven three in exactly the same amount of years, and have enjoyed every moment behind the wheel each time. For those with the means, I recommend it highly.
Story and photo credits: Trevor Hofmann
Photo editing: Karen Tuggay
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…
The new 2021 Porsche 911 Turbo boasts 572 horsepower!
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.
Zero to 100km/h takes only 2.8 seconds.
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 regular 911 Turbo is just as wide as the even quicker Turbo S.
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.
Gorgeous styling comes standard.
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).
Long, low and lean, the new 911 Turbo cheats the wind better than any predecessor.
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.
The new 911 Turbo gets all the same interior updates as the Carrera.
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,…
Early 911s, like this 1964 Carrera, used “no-draft” windows for ventilation.
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 new 911 Cabriolet incorporates a smart sensor that helps maintain a constant temperature when the top is opening.
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 latest 911 Cabriolet is Porsche’s most comfortable, and its new climate control system intends to keep it that way all the time.
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
With the redesigned 992-generation Porsche 911 Coupe and Cabriolet body styles now widely available, and plenty of trims such as Carrera, Carrera S, Carrera 4, Carrera 4S, and Turbo S already on offer,…
Anyone familiar with Porsche’s iconic 911 will immediately know this is the new Targa, complete with a classic silver roll hoop and curved rear glass.
With the redesigned 992-generation Porsche 911 Coupe and Cabriolet body styles now widely available, and plenty of trims such as Carrera, Carrera S, Carrera 4, Carrera 4S, and Turbo S already on offer, it was only a matter of time before a fresh new Targa appeared.
While originally sporting a silver roll hoop and large, curved rear window (although the first 1967 model, first introduced at the 1965 Frankfurt Motor Show, had a removable rear window made from plastic that was replaced with fixed glass in 1968), its roof has gone through a variety of changes. The roll bar wasn’t always wrapped in silver stainless steel as on the first generation, and the initial removable roof panel morphed into a power-sliding glass roof that tucked under the rear window on 1996–1998 993 models, this resulting in new sweptback C-pillars and similarly angular rear quarter windows.
From side profile it’s easier to see the differences between the Carrera coupe and this new Targa.
Porsche revived that Targa design for the 2006–2012 997 version of this model, while adding hatchback access to the rear glass, but abandoned it for the 2016–2019 991.2 Targa which received a power-operated retractable hardtop-style roof mechanism that lifts the entire rear deck lid before hiding the roof panel below. This also allowed for a return to the original silver roll hoop Targa design, all of which carries forward into the all-new 2021 911 Targa. Lowering or raising the sophisticated roof takes a mere 19 seconds, incidentally, meaning that it’s easily accomplished while waiting for a red light.
Below the beltline the new Targa benefits from most of the new 992-generation Carrera Coupe and Convertible design cues, which means its hood and lower front fascia say goodbye to the outgoing 911’s combination of mostly body-colour oval shapes and hello to a nearly straight-cut, horizontal slit separating the former from the bodywork below, plus a broad, black rectangle on the latter becomes the first visual clue to its 992 designation that oncoming Porschephiles will take notice of.
This is the best angle to see the Targa’s main changes, all of which are above the beltline.
Such gives the entire car a wider, more assertive stance, while the more angular hood now integrates classically tapered creases at each side of its indented centre, much like the original 911’s hood, albeit without a vented end. As for Porsche’s ovoid multi-element four-point LED headlamp clusters, they appear very similar to the outgoing model.
Thanks to the same three vertical slats on the new Targa’s B pillars, which also wear the classic scripted “targa” nameplate, the old and new cars’ profiles look almost identical at first glance. Closer inspection shows front and rear fascias that wrap farther around the side bodywork, slightly more upright headlamps, taillights that extend forward similarly to the rear bumper vents, modified front side marker lights, new chiseled wheel cutouts, fresh mirror caps, more sharply angled flush-mounted door handles that extend outward when touched (replacing the old model’s more classic rounded door pulls), and a much smoother rear deck lid, resulting a modern take on classic 911 Targa styling.
The Targa top provides the benefits of a convertible, and then 19 seconds later is as tightly enclosed as the 911 Carrera Coupe.
Those taillights come into clearer view when seen from behind, with the new model building on the old 991’s narrow dagger-like LED-infused lenses and even slimmer body-wide light strip by extending the latter farther outward to each side, and then grafting in some 718-sourced 3D-like graphics at centre, these above seemingly open vent slats below, while chiseling out even more linear lines for the outer lamps.
Like the Carrera, the Targa’s diffuser-infused lower rear bumper is bigger, bolder and blacker than before, plus it feeds exhaust tips from within rather than forcing them to exit underneath, while hidden beneath 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.
The new Targa gets all the same classic 911 design elements as the new Carrera.
Excluding the bumpers, all 911 Targa body panels are now made from lightweight aluminum, while the front fenders were significantly lightened and the underlying body structure more than halves its steel content from 63 to 30 percent, with the 70 percent remaining now fully constructed from aluminum. All this dieting helps to improve structural rigidity, handling, fuel efficiency, and more.
New 19-inch front and 20-inch rear wheels come standard with the Targa 4, the former on 235/40 ZR-rated rubber and the latter on a wider set of 295/35 ZRs, while the Targa 4S receives staggered 20s and 21s wrapped in 245/35 ZRs and 305/30 ZRs respectively.
Like the Carreras and Turbos that launched earlier, the new Targa boasts an interior inspired by 911 models from the ‘60s, ‘70s, ‘80s and even the ‘90s, particularly the wide, horizontal dash design to the right of the traditionally arcing instrument hood, the former even incorporating a narrow shelf mimicking the lower edge of the original dashboard.
The new 911’s interior combines styling cues inspired by classic Porsches from the past with ultra-advanced tech.
The gauge cluster follows Porsche’s classic layout, or at least this mostly digital design appears to. As it is, there’s only one mechanical dial at centre, the tachometer as always, with the four surrounding instruments integrated within two large TFT/LCD displays that can also show route guidance, audio, trip, and cruise information, etcetera. Specifically, the right-side display is for multi-information use as with the outgoing 991, while the left side includes a conventional looking speedometer in default mode or alternatively a number of new advanced driver assistive systems such as adaptive cruise control, blind spot warning, lane keeping assist, and more.
The aforementioned horizontal dash design houses a 3.9-inch larger 10.9-inch high-definition Porsche Communication Management (PCM) infotainment touchscreen with much greater depth of colour than its predecessor, as well as updated graphics, enhanced performance, and more functions from fewer physical buttons, plus most everything else already included with more recently redesigned Porsche models.
If you want a 911 you won’t be seeing around every corner, the Targa is for you.
As far as trims go, the outgoing 911 Targa was available as a 4 and 4S throughout its tenure, plus as a Targa 4 GTS from 2017–2019, so it comes as no surprise that Porsche would choose to introduce the new 2021 Targa in 4 and 4S trims as well. While a more potent version will no doubt be on the way soon, for now the Targa 4 utilizes the 911’s 3.0-litre twin-turbo horizontally opposed six making 379 horsepower and 332 lb-ft of torque, plus Porsche’s eight-speed Doppelkupplung (PDK) automated gearbox with steering wheel paddles as standard equipment (this new automatic improved by one forward gear over the previous Targa’s seven-speed PDK), resulting in 4.4 seconds from standstill to 100 km/h in base trim or 4.2 seconds with the Sport Chrono Package.
A seven-speed manual transmission is available as an option when choosing the Sport Chrono Package in the new 911 Targa 4S, which together with a more formidable 443 horsepower 3.0-litre six boasting 390 lb-ft of torque only manages to match the less powerful Targa 4’s 4.4-second sprint to 100 km/h due to the more efficient PDK transmission, but when the more powerful car is hooked up to its dual-clutch automated gearbox the Targa 4S is good for much more lively acceleration equaling 3.8 seconds in base trim and 3.6 with its Sport Chrono Package.
Just in case you missed the previous profile shot, here’s one of the other side.
Just like the new all-wheel drive Carrera 4 and 4S models introduced earlier this year, the new Targa 4 and 4S use an innovative water-cooled front differential that incorporates reinforced clutches to increase load capacities and overall durability. When combined with standard Porsche Traction Management (PTM), the updated front axle drive system enhances the two Targa models’ traction in slippery conditions, while also improving performance in the dry.
Additionally, all 2021 911 Targa owners benefit from a new standard Wet mode added to the updated steering wheel-mounted drive mode selector, the unique technology automatically maintaining better control over watery or snowy road surfaces when engaged.
All new 911s receive standard autonomous emergency braking with moving object detection as well, improving safety further, while a high-definition backup camera and rear parking sensors are also on the standard equipment list.
Feast your eyes, the new 911 Targa is one beautiful sports car.
Additionally standard, Porsche Active Suspension Management (PASM) includes electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring Plus (PTV Plus), standard with the Targa 4S, is now optional with the Targa 4, and features an electronic rear differential lock with fully variable torque distribution.
The Targa 4’s standard brake discs measure 330 millimetres front and rear, and feature black-painted monobloc fixed calipers with four pistons up front, whereas the Targa 4S model’s 350-mm calipers get a coat of bright red paint and utilize six pistons at the front. The Porsche Ceramic Composite Brake (PCCB) system is optional, as are staggered front to rear 20- and 21-inch alloy wheels.
The all-new 2021 Porsche Targa 4 starts at $136,000 plus freight and fees, while the 2021 Targa 4 S can be had for $154,100. Both can now be ordered at your local Porsche retailer.
To learn more about all the 2020 Carrera models and 2021 Turbos, check out CarCostCanada’s 2020 Porsche 911 Canada Prices page and 2021 Porsche 911 Canada Prices page (the 911 Targa and 2021 Carrera models will be added when Canadian-spec details are made available), where you can configure each model and trim with available options, plus find out about valuable rebate info, manufacturer financing and leasing rates (currently available from zero percent), and otherwise difficult to ascertain dealer invoice pricing that could save you thousands.
Story credits: Trevor Hofmann
Photo credits: Porsche
Make sure to check out our gallery above, and the following four videos (Dreamcatcher filmed in Vancouver) that show the power-operated roof (and car) in action:
The new Porsche 911 Targa (1:07):
The new Porsche 911 Targa – Dreamcatcher (1:21):
Virtual world premiere: The new Porsche 911 Targa (3:53):
The 911 Targa – the timeline of a Porsche legend (2:15):
Mini is one of those brands that I almost completely forget exists until one of their cars is parked in my driveway, and then all of a sudden I can’t get any work done because I’m thinking about little…
The sharp looking 2019 Mini Cooper S Convertible is a barrel of laughs at speed. (Photo: Karen Tuggay)
Mini is one of those brands that I almost completely forget exists until one of their cars is parked in my driveway, and then all of a sudden I can’t get any work done because I’m thinking about little else. It’s not really a brand. Mini is a driving obsession… literally.
Fortunately I don’t get many Minis each year, or I’d get nothing done. Truly, their cars are so much fun they’re addictive, especially when the one loaned out is tuned to “S” trim and its roof has been chopped off to make way for a power-retractable soft top.
The car before you is the 2019 Mini Cooper S Convertible, upgraded with this year’s special $2,900 Starlight Blue Edition Package. This means it gets an exclusive and eye-arresting coat of Starlight Blue Metallic paint, plus a unique set of 17-inch machine-finished Rail Spoke alloy wheels with black painted pockets on 205/45 all-season runflat tires, and piano Black Line exterior trim replacing much of the chrome, including the grille surround and the headlamp/taillight surrounds, plus the side mirror caps.
Short and stubby, but the Mini Convertible is nevertheless roomy compared to its compact drop-top rivals. (Photo: Karen Tuggay)
The improvements continue with rain-sensing auto on/off LED headlamps boasting dynamic cornering capability, plus LED fog lights, piano black lacquered interior trim, dual-zone automatic climate control, a really accurate Connected Navigation Plus system within the already excellent infotainment system, great sounding Harman Kardon audio, satellite radio, attractive Carbon Black leatherette upholstery, and heatable front seats, while my tester’s only standalone option was its $1,400 automatic transmission, all of which brings the Mini Cooper S Convertible base price of $33,990 up to $38,290, plus of course freight and fees.
To clarify, you can get into a new 2019 Mini Cooper Convertible for as little as $29,640, or you can spend the just noted higher price for my test model’s “S” trim. Then again, you can also acquire a base 3-Door hardtop for as little as $23,090. Of note, the Mini 5-Door starts at $24,390, a six-door Clubman can be had for $28,690, and the Countryman crossover starts at $31,090, again plus a destination charge and other fees.
Classic Mini lines still look great. (Photo: Karen Tuggay)
All 2019 Mini Cooper prices, including trims, options and standalone features, were sourced from CarCostCanada, where you can also get otherwise hard to find manufacturer rebate info as well as dealer invoice pricing that could save you thousands.
Before delving into all the fun I teased at the beginning of this review, I’ve got to mention how well made Mini models are. Whether or not you’re willing to call Mini a premium brand, and it’s difficult to do so when you can get into one for just over $23k, the level of quality going into each and every Mini model is way above par, unless of course we’re comparing one to a premium subcompact or compact competitor.
The Starlight Blue Edition Package gets exclusive metallic paint, special 17-inch Rail Spoke alloys, and plenty of piano Black Line exterior trim. (Photo: Karen Tuggay)
This said, mainstream compact models have been improving in recent years, with the new Mazda3 a real standout, but like its compact sedan and hatchback rivals the 3 is significantly larger than all Minis but the Clubman and Countryman, and when comparing a regular Cooper to any mainstream subcompact rival, its build quality and drivability stands heads and shoulders higher.
This little Cooper S Convertible, for instance, is extremely well put together, from its exterior fit to its interior finishings. The paintwork is superb and detailing fabulous, from my tester’s intricately designed LED headlights and Union Jack-imprinted taillights to its high-quality leather-wrapped steering wheel and stitched leather shift knob, not to mention the pod of primary instruments hovering over the steering column, the ever-changing ring of colour encircling the high-definition 8.8-inch infotainment display, the row of dazzling chromed toggles (and red ignition switch) on the centre stack, and the similar set of switches on the overhead console, these latter two eccentricities happily gracing every Mini model. If you’re into retrospective design and wonderful attention to detail, even to an artistic level, you’re going to love a modern-day Mini.
Love these Union Jack infused LED taillights. (Photo: Karen Tuggay)
As good as all of this is, I need to go back to that one Mini attribute that’s probably most agreeable, its on-road character. In S trim it starts with a wonderfully high-revving 16-valve twin-scroll turbocharged 2.0-litre four-cylinder engine making 189 horsepower and 207 lb-ft of torque, which is a considerable 55 horsepower and 45 lb-ft more than the entry-level Mini’s three-cylinder turbo mill. This helps the S shave 1.6 seconds from the base car’s zero to 100km/h sprint time, reducing it from 8.8 seconds to 7.2 in six-speed manual form, or 8.7 to 7.1 with its as-tested six-speed automatic.
If you still need more speed, you can opt for a John Cooper Works (JCW) Convertible, which drops the sprint time down to 6.5 seconds via a more potent 228 horsepower version of the 2.0-litre four-cylinder engine, featuring a sizeable 236 lb-ft of torque. That will set you back a cool $41,490, but thanks to suspension upgrades including larger rims and rubber, plus additional styling and convenience features, it’s well worth it for Mini performance purists.
Mini interiors match premium levels of refinement. (Photo: Karen Tuggay)
I know, that’s not the type of fire-breathing performance to cause Honda Civic Type R owners to quake in their snug fitting Recaro race seats, but drop the top and clutch of the JCW or Cooper S Convertible consecutively and you’ll soon be having more fun than the numbers suggest, not to mention very livable fuel-efficiency thanks to a claimed 10.2 L/100km in the city, 7.4 on the highway and 9.0 combined with the manual, or 9.4 city, 7.2 highway and 8.4 combined with the as-tested autobox in upgraded S trim. If economy matters more to you than performance, the base Cooper Convertible is good for an 8.4 city, 6.3 highway and 7.5 combined rating with the manual, or 8.8, 6.8 and 7.9 with its auto.
The pod-like primary gauges are pretty unique. (Photo: Karen Tuggay)
Along with the power upgrade, the move from base to Cooper S trim also means that some performance-oriented features get added, such as selectable driving modes that include default “MID”, eco “GREEN” and self-explained “SPORT”, the latter for enhanced acceleration and steering response, plus Mini improves the front seats to a more heavily bolstered sport design with heatable cushions, while hardtop versions get a panoramic sunroof, just in case going totally topless isn’t your thing.
Sport mode does a good job of upping the Cooper S Convertible’s straight-line acceleration and improving the quick-shifting experience thereof, while torque never overpowers the front wheels, even when taking off from a corner. While I’d prefer the manual with this little wonder—a gearbox that I really enjoying rowing from cog to cog—the automatic performs well with just-noted speedy gear swapping increments and shift lever-actuated manual mode.
Mini benefits from a BMW-quality infotainment interfaces. (Photo: Karen Tuggay)
Oddly there are no steering wheel mounted paddles, however (Mini will be adding paddle-shifters to a new eight-speed automatic in the Clubman and Countryman JCWs next year, with a reported 301-hp and 331 lb-ft of torque plus AWD, so hopefully we’ll eventually see them in the S as well), so I left the autobox to its own devices more often than not, being that it shifts smoothly and was therefore ideal for congested city streets. Still, when the road opened up and consecutive curves arrived I found manual mode significantly increased the fun factor, while helping to increase control.
As with all Mini models, the Cooper S Convertible seen here gets a fully independent front strut and rear multi-link suspension system that’s capable of out-manoeuvring most front-drive challengers (previously noted Civic Type R exempted), whether taking it to the streets of a busy metropolitan area, or flinging it through the types of undulating, spiraling twists and turns performance fans love as if it’s some sort of front-wheel drive BMW.
Mini switchgear is high in quality and really cool in a retro way. (Photo: Karen Tuggay)
It is, of course. Most that follow the auto industry already know that the latest second-gen Minis share their UKL platform architectures with a handful of today’s smaller BMW models. In actual fact, UKL underpinnings are divided between UKL1 and UKL2 platforms, the first only used for the Mini brand so far, including its 3- and 5-door (F56) Hatch plus the Cooper Convertible line (F57), while the second architecture is used for bigger Minis including the Clubman (F54) and Countryman (F60) as well as the global-market BMW 1 Series Sedan (F52), 1 Series 5-door hatchback (F40), 2 Series Active Tourer (F45) MPV-style hatchback, slightly longer 2 Series Gran Tourer (F46), X1 (F48) crossover, sportier X2 (F39) crossover, and the Brilliance-BMW Zinoro (60H), a re-skinned Chinese-market crossover SUV based on the X1.
Any shifting needs to be done via gear lever, while the dial just behind is for the infotainment system. (Photo: Karen Tuggay)
Being that we don’t have the 1 Series or 2 Series Active Tourer models in Canada, and I haven’t yet been able to get behind the wheel of these in my second home of Manila, Philippines, I can’t comment on the driving dynamics of these BMW models compared to their Mini counterparts, but I can’t see them being much better than anything wearing the winged badge. I can say, however, that all Countryman S models tested so far (including the new Countryman S E ALL4 plug-in hybrid) have been more capable at the limit than the current-gen BMW X1 xDrive28i I recently tested.
Of course, the Cooper S Convertible is hardly large, its interior smallest within the Mini lineup, especially in back where its seats are best left to abbreviated adults and/or kids, not to mention the trunk that measures just 160 to 215 litres (the larger number if the top is upright and movable divider positioned higher) and can only be accessed via a narrow opening, albeit aided by a cool wagon-like fold-down tailgate that holds items before loading in, plus expandability for longer gear such as skis/snowboards via 50/50-split rear seatbacks. Small yes, but pretty flexible for passengers and cargo when compared to most drop-top challengers.
The Cooper S gets these supportive sport seats. (Photo: Karen Tuggay)
Speaking of the convertible top, its “3-in-1” fabric roof design is ultra-quiet and quick to retract or put up via full automation in just 18 seconds, only requiring a tug or push (and hold) on one of the aforementioned overhead toggle switches. It first opens into a large sunroof, which can be left that way if you don’t want to go completely al fresco, or with a second push completely folds down. Repeating the process in reverse closes the top. You can open or close while driving at speeds of up to 30 km/h, so you never have to worry about not having enough time at the stoplight to start the process. You can also put the top up or down via your key fob.
Rear seat roominess is limited, but better than having no back seats. (Photo: Karen Tuggay)
Unlike some of the other models in the Mini lineup (like the Clubman S or JCW that could arguably go up against other sport compacts like the VW GTI), this Cooper S Convertible really doesn’t have many direct competitors. Certainly some might choose a Mazda MX-5 or its Fiat 124 Spider variant over this British-German entry, both being sporty yet affordable options, a description that also includes Ford’s Mustang Convertible and Chevy’s Camaro Convertible, but the first pairing are two-seat roadsters and latter duo much larger, heavier vehicles rooted in American muscle car heritage, and therefore wholly different than the wee Mini.
The smallish trunk benefits from a tailgate to help with loading, plus 50/50 split-folding rear seatbacks. (Photo: Karen Tuggay)
Therefore, only the VW Beetle Convertible and Fiat 500 Abarth Cabrio are true rivals, but the Beetle is not as sporty (only making 174 hp) and due to slow sales (2,077 in both coupe and convertible body styles last year) and an aging architecture has been cancelled for 2020, whereas the Italian offering is fun to drive due to its great exhaust note and lightweight city car size (it only has 160 hp, but doesn’t need more), but it takes the word “slow” to new levels when sales are factored in (269 units for all 500 trims last year, excluding the 500X), making me wonder just how long the entire Fiat brand will be sustainable in Canada or the U.S. at all (there were only 5,370 unit sales of the 500 line in the U.S. through 2018, not including the 500L or 500X).
Top up or down, the Cooper S Convertible looks great. (Photo: Karen Tuggay)
By comparison, the Mini Cooper line (made up of the 3-Door Hatch, 5-Door Hatch, Convertible and Clubman) sold 4,466 units in Canada and 26,119 in the U.S. These numbers are by no means large (VW Golf/Jetta/GTI sold 36,606 units in Canada and 133,065 in the U.S., while the Honda Civic sold 69,005 units in Canada and 325,760 in the U.S.), but they’re definitely higher than Fiat’s. Mini, a brand filled with models that should allow for good profits once options are added on, backed by the much more powerful BMW group that now utilizes the same platform architectures and engines throughout its global small car/crossover lineup, should be able to weather any future financial storms just fine (fingers crossed).
So there you have it, a fabulous four-seat convertible with reasonable cargo capacity, premium levels of build quality, very good infotainment, great economy, and brilliantly fun performance, not to mention a certain classic retrospective British coolness, all for a pretty decent price when factoring in all the positives. For those who want to enjoy each and every moment behind the wheel, it’s hard not to recommend the Mini Cooper S Convertible.
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…
The new 911 Speedster combines classic design elements with sensational GT3 performance. (Photo: Porsche)
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.
Like it? You’ll need a cool $312,500 plus a little luck to secure one of just 1,948 examples. (Photo: Porsche)
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.
The new Speedster makes for a distinctive profile. (Photo: Porsche)
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).
Like the hood the Speedster’s double-humped “streamliners” and entire rear deck lid are made from carbon fibre, while the front and rear fascias are formed from polyurethane. (Photo: Porsche)
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.
The Heritage Package should be a popular option, because it looks fabulous. (Photo: Porsche)
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).
The Heritage package looks like a throwback in time from the rear. (Photo: Porsche)
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.
Those red pull tabs on the door replace a regular 911’s handles. (Photo: Porsche)
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 Heritage gets a unique two-tone interior, and gold “Speedster” lettering on the B-pillars and rear deck lid. (Photo: Porsche)
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):
