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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…

New Car Reviews

2020 Jaguar F-Type SVR Convertible Road Test

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.

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.

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.

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).

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.

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.

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.

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.

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…

Latest News

New 911 Turbo fills gap between Carrera S and Turbo S

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.

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

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…

New Car Reviews

2019 Mini Cooper S Convertible Road Test

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class,…

New Car Reviews

2019 Jaguar F-Type P300 Convertible Road Test

Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class, which it is. Yet there’s a lot more to the F-Type’s success than jaw-dropping bodywork, from its lightweight aluminum construction that aids performance, supported by a wide variety of potent powertrain options, to its high quality luxuriously appointed interior, there are few cars that come close to matching the F-Type’s styling, capability or value.

Yes, it might seem strange to be talking value with respect to a near-exotic sports car, but the F-Type, already an excellent buy throughout its initial four years of availability, became an even better deal since Jaguar installed its new in-house Ingenium 2.0-litre four-cylinder engine under its long, elegant hood for the 2018 model year. While the formidable turbocharged and direct-injected engine makes a very healthy 296 horsepower and 295 lb-ft of torque, it provides a considerable economical edge over its V6- and V8-powered counterparts and all rivals, while a significantly reduced base price of $68,500 didn’t hurt matters either.

Last year’s starting point represented a $10k advantage over the F-Type’s previous base price, which resulted in a much more attainable point of entry and a whole new opportunity for Jaguar. In fact, the new F-Type P300 Coupe and Convertible instantly became prime 718 Cayman and Boxster competitors, whereas pricier more powerful F-Type trims, which include the 340 horsepower supercharged 3.0-litre V6 in base form, 380 horsepower supercharged 3.0-litre V6 with both base and R-Dynamic cars, 550 horsepower supercharged 5.0-litre V8 in R guise, and 575 horsepower version of the latter V8 in top-tier SVR trim for 2019, plus rear or all-wheel drive and six-speed manual or quick-shifting paddle-shift actuated eight-speed automatic transmissions, continue to fight it out with the Porsche 911 and others in the premium sports car segment, including plenty that cost hundreds of thousands more.

The car in question in this review, however, is the 2019 F-Type P300, which starts at $69,500 in Coupe form and $72,500 as a Convertible this year. With close to 300 horsepower of lightweight turbocharged four-cylinder cradled between the front struts it should provide more than enough performance for plenty of sports car enthusiasts, especially when considering that key competitors like Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the (2018) Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.

If you’re wondering whether the F-Type P300’s performance will match your need for speed, it can zip from zero to 100km/h in just 5.7 seconds before attaining a top speed of 250 km/h (155 mph), and it feels even quicker with Dynamic sport mode engaged and its available active sport exhaust turned on. Jaguar makes its eight-speed Quickshift automatic standard in this rear-wheel driven model, and the steering wheel paddle assisted gearbox delivers super-fast shift intervals that combine with the brilliantly agile chassis to produce a wonderfully engaging seat-of-the-pants driving experience.

The agile chassis just noted refers to a mostly aluminum suspension mounted to the bonded and riveted aluminum body structure noted at the beginning of this review, a lightweight and ultra-rigid construct that certainly isn’t the least expensive way to build a car, but results in satisfyingly capable handling no matter the corner the F-Type is being flung into. The stiffness of the monocoque allows Jaguar to dial out some of the suspension firmness that competitors are stuck with in order to manage similar cornering speeds, which allows this little two-seater to be as comfortable over uneven pavement as it’s enjoyable to drive fast. Specific to the P300, less mass over the front wheels from the mid-mounted four-cylinder aids steering ease and potential understeer, making this one of the best balanced sports cars I’ve driven in a very long time.

My tester’s $2,550 optional Pirelli P-Zero ZR20s on glossy black split-spoke alloys certainly didn’t hurt matters, hooking up effortlessly after just that little bit of slip only a rear-wheel drivetrain can deliver when pushed hard through hairpins. What an absolute delight this car is.

I love that it’s so quick when called up yet so effortlessly enjoyable to drive at all other times too. Even around town, where something more exotic can be downright tiresome, the F-Type is totally content to whisk driver and passenger away in quiet comfort. It helps that its interior is finished so nicely, with soft-touch high-grade synthetic or leather surfacing most everywhere that’s not covered in something even nicer, the cabin accented in elegant satin-finish aluminum and sporty red contrast stitching throughout.

The Windsor leather covered driver’s seat is multi-adjustable and plenty supportive too, while the leather-wrapped multi-function sport steering wheel provided enough rake and reach to ideally fit my long-legged, short-torso five-foot-eight frame resulting in an ideal driving position that maximizes comfort and control. I’m sure larger, taller folk would fit in just fine as well, thanks to plenty of fore and aft travel plus ample headroom when the tri-layer Thinsulate filled fabric top is powered into place, a process that takes just 12 seconds at speeds of up to 50 km/h no matter whether raising or lowering.

Doing the latter doesn’t infringe on trunk space, incidentally, which measures 200 litres (7.0 cubic feet) and is a bit awkward in layout. If you want more I’d recommend the F-Type Coupe that has one of the largest cargo compartments in the luxury sports car class at 308 litres (10.9 cu ft) with the cargo cover in place and 408 litres (14.4 cu ft) with it removed.

Back in the driver’s seat, Jaguar provides a classic dual-dial analogue gauge cluster centered by a sizeable colour TFT multi-information display, which while not as advanced as some fully digital driver displays on the market is probably more appropriate for a sports car that focuses on performance.

The big change for 2019 was the addition of a 10-inch Touch Pro infotainment display, which replaces the 8.0-inch centre touchscreen used previously. Its larger size makes for a more modern look, while it’s certainly easier to make out obstacles on the reverse camera. The larger screen benefits all functions, with the navigation system’s map more appealing and easier to pinch and swipe, and only the home menu’s quadrant of quick-access feature not making use of all the available space (a larger photo of the classic red British phone booth would be nice).

The standard audio system is from Meridian and makes 380 watts for very good sound quality, while additional standard features include pushbutton ignition, an electromechanical parking brake, automatic climate control, powered seats, and leather upholstery on the inside, plus 18-inch alloys, LED headlights with LED signature lighting, rear parking sensors, a powered retractable rear spoiler, and more on the outside.

The Windsor leather and contrast stitching noted earlier came as part of a $2,250 interior upgrade package that improves the upholstery overtop special performance seats while finishing the top of the instrument panel, console and door trim in the same Windsor leather for a thoroughly luxurious experience, while my tester’s heated steering wheel and heated seat cushions come as part of a $1,530 Climate pack, with an extra $300 adding ventilated seats to the mix if you prefer, while Apple CarPlay and Android Auto smartphone integration was added for an additional $300.

Lastly, proximity-sensing keyless access made entering and exiting more convenient for $620, heatable auto-dimming side mirrors with memory made nighttime travel easier on the eyes for just $210, as did automatic high beams for oncoming traffic at $260, whereas blind spot assist might have definitely proved worthwhile at $500, as would front parking sensors at $290, while the aforementioned switchable active exhaust system was well worth the investment for another $260.

Incidentally, all prices were sourced from CarCostCanada, where you’ll find pricing on trims, packages and individual options down to the minutest detail, plus otherwise hard to find manufacturer rebate information as well as dealer invoice pricing that could save you thousands when negotiating your deal.

At the risk of this sports car review becoming terminally practical, the F-Type P300’s fuel economy is so good it deserves mention too, with both Coupe and as-tested Convertible achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.2 combined, which beats all Porsche 718 and 911 variants by a long shot, not to mention hybrid sports cars like Acura’s new NSX.

Of course, F-Type efficiency takes a back seat when moving up through the aforementioned trims, but the more potent V6 is still pretty reasonable at 11.9 L/100km city, 8.5 highway and 10.4 combined, at least when it’s mated to the automatic. This engine allows for a six-speed manual too, which isn’t quite as praiseworthy at 14.9, 9.8 and 12.6 respectively.

Enough silliness, because we all know buyers in this class don’t care one iota about fuel economy despite all the effort that Jaguar puts into such regulatory concerns. The F-Type is really about titillating the five senses via near overwhelming visual stimulation when parked and endorphin releasing on-road acrobatics when active. Of course, 296 horsepower can’t excite to the same levels as 550 or 575, but this F-Type P300 is the perfect way to make each day more enjoyable without breaking the bank. It’s an affordable exotic that’s as worthy of the “Growler” emblem on its grille and wheel caps as the “Leaper” atop its rear deck lid.

The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982.…

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Porsche reveals new 2020 911 Cabriolet

The all-new 2020 Porsche 911 Cabriolet has most of the same styling updates as the recently introduced 2020 911 Carrera coupe. (Photo: Porsche)

The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982. Ahead of this, going topless required the complete removal of a metal roof panel, the 911 Targa having arrived on the scene in 1966 with either a fixed glass or foldaway plastic rear window.

Brief history lesson completed, Porsche introduced its all-new 2020 911 Cabriolet on Monday, January 8, with a promised arrival in the third quarter of this year and the ability to place your order now, the latter point being the same as with the new 911 coupe that was introduced last month and is slated to go on sale this summer.

Also like the new coupe, the first new 2020 Cabriolets we’ll be able to get our hands on will be in rear-wheel drive Carrera S (C2S) and all-wheel drive Carrera 4S (C4S) guise, featuring a more formidable redesigned 3.0-litre turbocharged boxer engine that’s good for 443 horsepower and 390 lb-ft of torque, an increase of 23 horsepower and 22 lb-ft of torque respectively, and fitted with Porsche’s all-new eight-speed automated dual-clutch PDK gearbox. Once again, seven-speed manual variants will show up later, as will less potent Carrera and Carrera 4 models sporting a revised 385 horsepower 3.0-litre turbo six behind the rear axle, this engine 15 horsepower more capable. Likewise, Turbo versions will enter the fray later, although Porsche has yet to provide a time frame for these.

Porsche has only provided performance specs for the C2S and C4S shown, with standstill to 100km/h achieved in just 3.9 and 3.8 seconds apiece, while those numbers improve to 3.7 and 3.6 seconds respectively when the Sport Chrono Package is added, the greater traction of the all-wheel drive model allowing for a slight advantage at takeoff.

Amazingly, thanks to magnesium surface elements dubbed “bows” that are integrated within the redesigned fabric roof’s structure and prevent “ballooning” at high speeds, new 911 drop-top models are only 2 km/h slower than their hardtop siblings when factoring in terminal velocities, their top speeds set to 306 km/h (190 mph) for the C2S and 304 km/h (189 mph) for the C4S.

Additionally, that soft top, which is now larger to fit over the more accommodating cabin, can open and close on the fly at speeds of up to 50 km/h (30 mph), and takes a scant 12 seconds to fully perform this function due to revised hydraulics, a process that also powers an electrically extendable wind deflector to keep gusts of air from discomforting the driver and front passenger.

As you might expect, the 2020 911’s interior is much the same as the new coupe’s, highlighted by a new horizontal design theme inspired by early ‘60s through ‘90s models, but now the primary gauge cluster is mostly digital with twin LCD panels surrounding the usual mechanical centre tachometer, while above a completely reworked centre stack and console is a 10.9-inch Porsche Communication Management (PCM) infotainment touchscreen, literally a big improvement over its 7.0-inch predecessor.

Back in front of the driver, a new steering wheel incorporates an adaptation of the same rotating steering wheel-mounted driving mode selector found in the outgoing 911 Cabriolet, but now a standard Wet mode gets added to the mix, capable of maintaining better control over water-soaked road surfaces when activated. Safety in mind, the new 911 Cab will also get standard autonomous emergency braking with moving object detection, while a backup camera and rear parking sensors will also be standard.

Porsche promises increased comfort and support from its new available 18-way powered front seats, while other options include adaptive cruise control with stop and go, a 360-degree surround parking camera that should be extremely helpful on the new widescreen display, plus new Night Vision Assist that will provide visual assistance for steering clear of pedestrians or animals in the dark via a heat-sensing thermal imaging camera.

On a more mechanical note, for the first time 911 Cabriolet customers will be able to choose the Porsche Active Suspension Management (PASM) adaptive sport suspension from the options list, which provides stiffer, shorter spring sets for a 10-mm lower ride height, and more rigid anti-roll bars, allowing improved weight distribution for a more neutral feel.

As for style, the new 911 Cabriolet pulls over most of the coupe’s new design cues below the waistline, including an all-new rectangular lower front grille/fascia that creates a wider more planted appearance, a completely reshaped hood that squares off near the front and incorporates a classic tapering indentation at centre, wider front and rear fenders that flow over larger 20- and 21-inch front to rear staggered alloy wheels, new side mirrors and new flush door handles that pop out when touched, and a new body-wide LED taillight hovering over a 718-style 3D “PORSCHE” graphic bookended with totally unique corner lights, while its bulging rear deck lid panels are similar to the outgoing model yet redesigned for a smoother, more fluid result, the latter incorporating a new integrated dynamic spoiler that’s completely hidden when retracted yet much wider and more capable than the rear spoiler on the outgoing model when open. Likewise, no one should complain about the new larger fabric roof’s shape and fitment, as it’s once again beautifully contoured and ideally proportioned.

Also like the 2020 911 coupe, the redesigned Cabriolet makes greater use of lightweight aluminum both outside and within, its new front fenders eliminating steel from the body panel equation altogether, and its suspension now much more aluminum-intensive.

The new 2020 Porsche Carrera S Cabriolet will arrive this fall for a base price of $143,700, along with the 2020 Carrera 4S Cabriolet that starts at $152,100.

Remember to contact your local Porsche dealer if you want to put one on order, and after you’ve done that make sure to check out our photo gallery above and these two Porsche-supplied videos below:

The new 911 Cabriolet: First Driving Footage (1:08):

The new Porsche 911 Cabriolet – All set for open-top season (1:09):

We don’t get many Minis each year, but when we do it’s always a fun week. Especially if that Mini is tuned to “S” trim and its roof is chopped to make way for a retractable soft top. In our…

In Our Garage

2019 Mini Cooper S Convertible

We don’t get many Minis each year, but when we do it’s always a fun week. Especially if that Mini is tuned to “S” trim and its roof is chopped to make way for a retractable soft top.

In our garage this week is the 2019 Mini Cooper S Convertible, trimmed out with this year’s special Starlight Blue Edition Package. That means it gets an exclusive and eye-arresting coat of Starlight Blue Metallic paint, unique 17-inch machine-finished Rail Spoke alloy wheels with black painted pockets on 205/45 all-season runflat tires, and Black Line piano black exterior trim replacing much of the chrome, including the grille surround and the headlamp/taillight surrounds, while the side mirror caps are finished in glossy black too.

The upgrade continues with rain-sensing auto on/off LED headlamps featuring dynamic cornering capability, LED fog lights, piano black lacquered interior trim, dual-zone automatic climate control, Connected Navigation Plus within the infotainment system, Harman Kardon audio, satellite radio, Carbon Black leatherette upholstery, and heatable front seats, while my tester’s only standalone option is its $2,900 automatic transmission, all of which brings the base price of $33,990 up to $38,290, plus freight and fees.

Just to be clear, you can get into a new 2019 Mini Cooper Convertible for as little as $29,640 plus freight and fees, the higher price just noted due being to my test model’s aforementioned “S” trim. You can actually get into the base 3-Door hardtop for as little as $23,090, while the Mini 5-Door starts at $24,390 and six-door Clubman hits the road for $28,690. There are other Mini models available, but for now I’ll leave it to the car lineup and point you to CarCostCanada for detailed pricing info on every new vehicle available, including otherwise hard to find dealer invoice pricing and manufacturer rebate information that could save you thousands.

Something else you should be aware of is the premium level of quality that goes into each and every Mini model. This little Cooper S Convertible 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 headlamps 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 similar set of switches on the overhead console, these latter two eccentricities happily gracing every Mini model.

I could go on, but rather than turn this simple “Garage” overview into a full road test, which will be coming shortly, know that one of Mini’s most agreeable attributes is on-road character. Again, we won’t even tease our experiential notes, which aren’t even completed being that we’ve only spent a couple of days with the car, but instead fill you with some nuts and bolts details such as 189 horsepower and 207 lb-ft of torque from the 16-valve twin scroll turbocharge 2.0-litre four-cylinder engine, a spirited 7.2 seconds from standstill to 100km/h with the six-speed manual or an even quicker 7.1 seconds with the as-tested six-speed automatic, an independent front strut and multi-link rear suspension, and so much more.

The upgrade to Cooper S trim means that a host of performance-oriented features get added, including selectable driving modes including default “MID”, “GREEN” and “SPORT” for enhanced acceleration and steering response, more heavily bolstered heated sport seats, a panoramic sunroof, and more.

There’s a lot more to the 2019 Mini Cooper S Convertible than I’ll go into here in this Garage review, including how all of these features work, the quality of workmanship inside and out, how the top operates and seals off the outside world, plus of course the way it drives. So make sure to come back to TheCarMagazine for the full review soon…

Jaguar installed its potent yet economical gasoline-powered Ingenium turbocharged and direct-injected 2.0-litre four-cylinder engine into its gorgeous 2018 F-Type sports car last year, with an after effect…

In Our Garage

2019 Jaguar F-Type P300 Convertible

Jaguar installed its potent yet economical gasoline-powered Ingenium turbocharged and direct-injected 2.0-litre four-cylinder engine into its gorgeous 2018 F-Type sports car last year, with an after effect being a significantly reduced base price of $68,500. That was a $10k advantage over the previous base price, and this car, in model year 2019 open-top form, is in our garage this week.

Pricing for the car in question starts at $72,500 this year, while the Coupe’s price has been raised to $69,500. With such an attainable point of entry the new F-Type P300 Coupe and Convertible models become prime 718 Cayman and Boxster competitors, while pricier more powerful F-Type trims continue to fight it out with the Porsche 911 and others in the premium sports car segment.

The turbocharged four-cylinder should provide more than enough performance for plenty of sports car enthusiasts thanks to a very healthy 296 horsepower and 295 lb-ft of torque combined with the F-Type’s nimble and lightweight aluminum chassis and body structure, especially when considering that key competitors Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.

Jaguar makes its eight-speed Quickshift automatic transmission standard in this rear-wheel driven model, a steering wheel paddle assisted gearbox that delivers ultra-fast shift intervals that result in a particularly spirited 5.7-second sprint to 100km/h before attaining a limited top speed of 250 km/h (155 mph).

But how does it feel from the seat of the pants? Make sure you check out my full review of the F-Type P300 Convertible shown here in the photos, where I’ll divulge just how well all of this turbocharged four-cylinder goodness comes together. And don’t think for a minute that it’s not going to be positive.

Even considering all of the other more powerful F-Type iterations available, including the incredible 575 horsepower SRV that I spent a week with over the summer, the new P300 has many attributes that stand out above its low base price, making it worthy of the “Growler” emblem on its grille and wheel caps, plus the “Leaper” atop its rear deck lid…

Porsche is now a septuagenarian, with Ferry Porsche, the well-schooled son of the already acclaimed engineer, peoples’ car creator and past Volkswagen Chairman Ferdinand Porsche, having put the brand’s…

Latest News

Porsche 911 Speedster Concept combines open-top fun with 500 horsepower

2018 Porsche 911 Speedster Concept — Porsche decided to celebrate its 70th anniversary with this gorgeous 911 Speedster Concept. Will it see production? (Photo: Porsche)

Porsche is now a septuagenarian, with Ferry Porsche, the well-schooled son of the already acclaimed engineer, peoples’ car creator and past Volkswagen Chairman Ferdinand Porsche, having put the brand’s first car on the road in 1948.

It all started with the original Porsche 356 ‘No. 1’ Roadster, which received its operating permit 70 years ago on June 8. Speed ahead seven decades and we now have the stunning 911 Speedster Concept that was created to commemorate the momentous occasion.

The 356 was highly advanced for its time, yet by today’s standards it’s as pure as sports cars get. The 911 Speedster Concept is a modern interpretation of that same undefiled spirit, created to provide a purely visceral driving experience, even eschewing a convertible top for a lightweight tonneau cover.

Unveiled at the ‘70 years Porsche sportscar’ anniversary celebrations in Zuffenhausen, Germany, the 911 Speedster Concept’s sheet metal wears a classic two-tone racing livery design that was often multi-coloured yet looked handsome in white on traditional German silver.

The paintwork and everything else came care of the Porsche Motorsport Centre, which is more notably responsible for the 911 GT2 RS, and more recently the GT3 RS. Good company for this 911 Speedster Concept to be rubbing shoulders with, and wouldn’t it be wonderful if Porsche decided to give us a series-production version of this new roadster.

Porsche says the “decision on whether to move ahead will be made in the coming months,” with any result of such choice not materializing until 2019. No doubt it’ll be worth the wait.

Like production 911 Speedsters that came before, the first modern interpretation arriving in 1988 and the most recent example based on the 997 from 2010, the 2018 version gets a set of abbreviated A-pillars set on more of a rearward incline than the current production model, resulting in a shorter more sweptback windscreen frame. The side windows are correspondingly shorter as well, the combination giving the Speedster a “stockier profile with a very low fly line,” says Porsche.

Of course, this is not only reminiscent of both 1988 and 2010 911 Speedster homage models, but more so the original 356 1500 Speedster. That model actually came along in late 1954, after U.S. importer Max Hoffman advised the powers that be in Stuttgart that a lower-cost, decontented open-top model could become a sales success in the American market.

While that original 1955 model had a fabric tonneau cover snapped onto its back, the new 2018 version receives a special one-off carbon fibre ‘double bubble’ cover in similitude of the 1988 and 2010 cars’ designs. The new version covers the area behind the front row where the rear jump seats normally reside, and also masks the rollover protection structure that was never part of the 1988 or 1955 model, while a glossy black backing wraps overtop the front portion of the cover to create a shortened Targa-like look. Just behind, the set of contrasting black slats straddling the buttresses are in fact aerodynamic elements, while a Plexiglas wind deflector is set in the middle, highlighted by an engraved ‘70 years of Porsche’ plaque.

Just in case a downpour threatens to ruin the prototype’s beautiful cognac coloured Aniline leather hides, the Porsche Motorsport Centre team has provided a lightweight tonneau cover that, when attached via eight Tenax fasteners, can protect the 911 Speedster Concept’s cabin from inclement weather, but only when parked. When on the road you’d better keep moving.

The interior in mind, Porsche has kept the true spirit of the 911 Speedster intact by removing weighty features like the navigation, radio and air conditioning systems. Even the steering wheel is purely minimalist thanks to the elimination of ancillary switchgear, while the full bucket sport seats are framed in lightweight carbon.

If you’re wondering what the Porsche Motorsport Centre used for a donor car, look no further than the brand’s 911 Carrera 4 Cabriolet, although the concept’s hood, rear cover and aerodynamic components are made from carbon fibre reinforced composite.

Some stylistic links to Porsche’s motorsport past include headlamp lenses imprinted with “X” markings to denote tape that was often used to preemptively prevent broken glass from littering the racetrack and puncturing tires, while the 911 Speedster Concept also features a 1950s-style gas cap placed in the middle of the hood for quick refueling directly above the tank. Additionally, the side mirrors pay homage to the classic Talbot design that was popular when the 356 was created, while the milled, gold-plated “Speedster” lettering on the thick B-pillars and rear engine cover direct their tribute to the original ‘50s-era 356 Speedster.

Of course, everything is cutting-edge modern under the 911 Speedster Concept’s retrospective skin, its chassis actually pulled from the new 911 GT3, while the low-slung drop-top rides on a set of 21-inch Fuchs alloys featuring “contrasting high gloss polished clover-leaf details,” says Porsche, plus centre locks.

The flat six hidden under the handcrafted rear bodywork spins to 9,000 rpm on its way to making 500 horsepower, while a set of custom titanium tailpipes are put in charge of freeing exhaust gases. And as would only be appropriate, the Porsche Motorsport Centre team made sure a six-speed manual transmission took care of shifting duties.

We’ll soon know if Porsche plans to remove the word “Concept” from the 911 Speedster’s moniker, and thereby provide its legions of sports car fans with a modern-day production version of the storied nameplate. Until then we’ll just have to cross our collective fingers and hope for the best.

News & Reviews- Tag: drop-top