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Every luxury brand has models that sell in volume and therefore provide necessary income and hopefully profits, while most also have one or more image vehicle that increases visibility of the entire model…

New Car Reviews

2019 Lexus LC 500h Road Test

Every luxury brand has models that sell in volume and therefore provide necessary income and hopefully profits, while most also have one or more image vehicle that increases visibility of the entire model lineup and, in theory, causes people to buy into the make. On rare occasion a model achieves both, but such is not the case with the beautiful new Lexus LC.

Putting things into perspective, the LC could actually be considered a runaway success when compared to Lexus’ previous image car. The LFA was purposely limited to just 500 units worldwide over two model years built between 2010 and 2012, 10 of which came to Canada. By comparison the LC, which was introduced in 2017 as a 2018 model, is selling like gangbusters with seven examples finding well-heeled Canadian customers last month alone, and nine the month before. In total, Lexus delivered 55 LCs over the first seven months of 2019, which makes it the second slowest selling model in the Japanese luxury brand’s lineup, just ahead of the LS (with 51 units) but not the slowest selling sport-luxury car in Canada.

That honour goes to the Maserati GranTurismo that only found 14 new buyers so far this year, while the LC is also doing better than Acura’s NSX that only has 17 units sold, not to mention the Nissan GT-R’s tally of 36, and the Audi R8’s 54. Still, Mercedes-Benz sold 99 SL-Class models year-to-date, BMW’s 8 Series earned 160 new owners thus far, Jaguar’s F-Type found 181 buyers, Merc’s AMG GT pulled in a surprising 258 (considering it starts at $170k), and Porsche’s 911 won over 587. Making matters more interesting, that Porsche sales total represents a 31.74-percent drop in popularity compared to the same seven months last year, due to a lull in availability ahead of the all-new 2020 model arriving now.

The 911 wasn’t the only sports car to lose ground on this list either, the R8 falling a catastrophic 70.97 percentage points from grace, the GranTurismo losing 48.15 percent, this LC have been knocked down by 48.11 percent, F-Type sales dropping by 29.30 percent, the GT-R down some 21.74 percent, and the SL having dipped by 16.10 percent. Only the AMG GT grew its year-to-date sales, by 55.42 percent, with the 8 Series too new to compare. You might also get a kick out of learning that Lexus’ parent brand Toyota sold 66 new $65k-plus Supra models during its first month of availability in July, which you’ll now know is more than every LC sold so far this year.

There are other cars competing in this class, but some, like the BMW i8 and Mercedes S-Class Coupe, combine their numbers with other models in their respective lineups (the i3 and S-Class Sedan in these cases), whereas the Aston Martin DB11, Bentley Continental GT and Rolls-Royce Wraith are in a slightly different league when it comes to pricing. Ford sold three Markham, Ontario-built GTs and Dodge even notched one up for the Viper, incidentally, but the former is a purposely low-volume supercar and the latter went out of production two years ago, so the unsteady trickle of deliveries shouldn’t count. A bit further down the pricing hierarchy is Chevy’s Corvette that totaled 840 units year-to-date, and it’s a foregone conclusion the slightly pricier mid-engine C8 will soon fly out of GM showrooms, which will make it even more difficult for very good cars like this LC to find sales traction.

When sales don’t stack up, it’s always important to point out that a given car’s popularity isn’t necessarily a reflection of its overall goodness. As one might expect, the very fact the LC is a Lexus is reason enough to give it respect, and other than the most recently introduced fourth-generation LS luxury sedan, the second model to use the Toyota New Global Architecture (TNGA), specifically TNGA-L (GA-L) underpinnings, the LC is easily the best Lexus ever made.

The initial draw has to be styling. The LC takes the brand’s spindle grille to new widths and depths, but the design gets even more radical to each side, with headlamps that look like some sort of mechanical set of alien-implanted growths, yet the lit areas are actually quite small and filled with tightly grouped trios of LEDs (which Lexus had to reinvent in order to fit within such a small cluster). All of the abstract irregularities are just glossed over black trim, other than the Nike swoosh-style “arrowhead” daytime running lights just below.

The LC design continues rearward with additional modern-day Lexus trademark elements, such as the blackened C-pillar “floating roof” effect with nice polished nickel detailing, far-reaching pronged taillights that more or less mirror the supposed “L-shaped” headlamps while infused with 80 individual LEDs per side and sharing design elements with the aforementioned LS (not to mention the Toyota Prius and Camry XSE). Each element might appear a bit bizarre on its own, but the entire package comes together in one surprisingly elegant and undeniably beautiful cohesive whole.

Come to think of it I almost never comment on styling, unless the designer got something especially right or incredibly wrong. In the LC’s case, the Newport Beach, California-based Calty Design Research centre’s team, led by studio chief Ian Cartabiano, with Edward Lee responsible for the jaw-dropping exterior and William Chergosky plus Ben Chang in charge of the interior, the LF-LC Concept that inspired it couldn’t have been more right. It was miraculously transformed from awe-inspiring prototype to equally stunning LC 500 and LC 500h reality with only minor outer modifications made, the end result quite possibly the closest a production model has ever been to resembling its concept car roots.

The road-going LC’s interior was completely redesigned, albeit kept the general theme including an LFA-inspired pod-like digital gauge cluster, a horizontally shaped instrument panel with a recessed widescreen centre display, a cockpit-style driver’s compartment that’s semi-enclosed by a buttress-type centre stack extension doubling as a front passenger grab-handle in the production model, a flowing set of downward-swept suede-like alcantara door panel inserts, deeply sculpted, heavily bolstered front sport seats, similarly styled rear sport bucket seats, and more. All the effort spent was immediately rewarded by placement on Wards Auto 10 Best Interiors list when the car came on the scene in the spring of 2017, and I have to agree that it’s a wonderfully artful design that provides all the luxuries and digital modernity expected in a personal sports-luxury coupe starting at $102,750 in 2019 LC 500 form and $103,050 in just-arriving 2020 trim, or alternatively at $118,850 with the as-tested 2019 LC 500h electrified powertrain, or $118,950 as a 2020 500h model (see all Lexus LC 500 and 500h pricing at CarCostCanada for both the 2019 and 2020 model years, plus find out about available rebates as well as dealer invoice pricing that could save you thousands).

Nothing significant changes from 2019 to 2020, only the elimination of a special $14,800 Inspiration Series package with Flare Yellow semi-aniline leather upholstery (etcetera) for the LC 500 model, and the addition of a new Bespoke White interior theme for the conventionally powered car as well. No matter which powertrain you choose all six exterior colours remain identical, with Infrared the only optional paint at just $650, while the three remaining interiors are also carried over.

A key reason my 3.5-litre V6-powered hybrid LC 500h tester is pricier than its 5.0-litre V8-powered LC 500 sibling, despite the latter upping horsepower by 113 ponies and without doubt providing a more tantalizing exhaust note, plus fitted with a quicker-shifting, more engaging gearbox than the hybrid’s E-CVT (electronic continuously variable transmission), is equipment, the 500h coming standard with everything from the Performance package that would otherwise cost an LC 500 buyer $13,500 more.

The list of upgrades includes four-wheel active variable gear ratio steering, a Torsen limited slip differential, 21-inch forged alloy wheels on Michelin performance tires instead of the standard 20-inch set, a carbon fibre roof in place of the standard glass panel, an active rear spoiler, carbon fibre reinforced polymer scuff plates, an alcantara headliner, upgraded sport seats, and an eight-way power-adjustable driver’s seat instead of the usual 10-way unit, plus lane change assist added to a long list of standard advanced driver assistive systems on both models that include a pre-collision system with autonomous emergency braking, lane departure alert with steering assist, blindspot monitoring with rear cross-traffic alert, automatic high beams, and dynamic cruise control.

I should point out a shortlist of standard luxury and convenience highlights while I’m at it, these including LED cornering lights to go along with the triple-LED headlamps noted earlier, a cool credit card-sized smart key to let you inside via proximity sensing, a head-up display to go along with the fully digital gauge cluster mentioned before, power-folding side mirrors, a heatable steering wheel rim that actually lets you adjust the temperature, a powered steering column that works with the front seat memory, cooled front seats (plus heat of course), semi-automated self-parking, and much, much more.

Also standard is a 10.3-inch high-resolution centre display featuring a regular backup camera with dynamic guidelines, accurate navigation, Apple CarPlay smartphone connectivity (but no Android Auto), superb 13-speaker Mark Levinson high resolution surround audio, satellite radio, dual USB ports, traffic and weather info, Lexus’ Enform App Suite 2.0 with Slacker, Yelp, Sports, Stocks, and Fuel apps, Enform Destination Assist with a one-year subscription, and the Enform Safety Connect suite containing Automatic Collision Notification, a Stolen Vehicle Locator, an Emergency Assistance button (SOS), and Enhanced Roadside Assistance with a four-year subscription.

The display is too far away to reach easily, so Lexus provides its Remote Touch Interface 2.0 touchpad on the lower console, and it works easily enough after some getting used to. A few quick-access buttons and audio controls surround the pad, making it perfectly acceptable yet hardly my favourite infotainment system. Fortunately there are plenty of other reasons to like the LC.

Despite being based on the same platform architecture as Lexus’ big LS sedan, the LC is a fraction of the size in every dimension except width. It reaches across an extra 20 mm (0.8 in) at 1,920 mm (75.6 in), and you can sense its spaciousness in shoulder room once seated next to a passenger, but its wheelbase is 255 mm (10.0 in) shorter at 2,870 mm (113.0 in), and overall length a whopping 475 mm (18.7 in) less grand, while its obvious height difference is reduced by 116 mm (4.5 in).

So what’s the closest rival in size and interior roominess? Before comparing measurements I initially thought of the S-Class Coupe being that it’s top of the personal luxury range at Mercedes, but the mid-size E-Class Coupe is actually a lot larger than the LC in every dimension except (once again) width. The LC is actually closer to cars like BMW’s i8 and Aston Martin’s DB11, with a bit more wheelbase, length and height than the exotic looking German and truly rarified Brit, but less width this time.

The longer wheelbase and length means that four adults can fit inside, although I’d recommend smaller folks in back. I’m just five-foot-eight with taller legs than torso, and I had to bend my neck all the way over to the side in order to fit within, with my head still rubbing up against the rear glass. The seats were comfortable, and there was plenty of room for my legs and feet, not to mention my shoulders and hips, so it was a shame that even medium sized adults can’t fit in back. As for the trunk, it’s a bit smaller in this hybrid model, measuring 132 litres (4.7 cu ft) instead of 153 litres (5.4 cu ft), so you might be forced to stuff one set of golf clubs into that otherwise kids-only back seat.

And yes, to those reading who don’t understand this market, the number of golf bags that can be stowed in the trunk of a personal luxury coupe is much more important than mere performance, which, together with rear seat room, may be reason enough that sales haven’t caught on as much as they could have. Let’s be clear, the LC is not a pure performance car, especially in hybrid trim, but rather a luxurious personal coupe that also goes quickly. In this respect it’s a lot like the just-noted i8, in that it drives beautifully and handles corners brilliantly, but it’s really a luxury car. As for comfort, the suede-like alcantara covered driver’s seat was as feel-good supportive as any in this class, plus wonderfully adjustable and replete with enough side bolstering for all but my most enthusiastic rally-type antics.

I was initially scheduled to spend a week in both models, but someone did something naughty to the regular LC 500 just before I was to receive it, so instead of experiencing its 467 horsepower and 398 lb-ft of torque firsthand, not to mention its reportedly quick-shifting 10-speed automatic, I was shuffled into something else that week, never to see the LC 500 again. This said, not too many weeks later I was able to get into this LC 500h, which comparatively makes a more modest 354 horsepower and an unknown amount of torque from its V6/electric combination, but I have to say it feels a lot more energetic than the numbers claim.

The internal combustion portion of this hybrid power unit only makes 295 horsepower and 257 lb-ft of torque, which is actually less than the same engine puts out in Toyota’s Camry, but before we slag this top-tier Lexus for using such a pedestrian mill, take note that a more highly strung version puts out 430 reliable horsepower in the mid-engine Lotus Evora, so it’s in good company at least. Of course, the lithium-ion battery and electric motor fulfill their fast-forward purpose as well, the latter good for 177 horsepower and 221 lb-ft of torque, for a combined 472 horsepower and, well, let’s not bother because net horsepower and net torque don’t exactly work that way, which is why Lexus officially claims 354 horsepower and other sources are estimating about 370 lb-ft of twist at the rear wheels. I think they’re being extremely conservative in this estimate, being that the conventionally powered V8 sprints from standstill to 100km/h in 5.1 seconds and the hybrid a mere 0.5 seconds slower at 5.6, and that’s despite weighing 77 kilos (170 lbs) more at 2,012 kg (4,436 lbs) for the 500h to 1,935 kg (4,266 lbs) for the 500.

In order to maximize either model’s fun factor, choose the Drive Mode Select system’s most engaging Sport S+ setting, which may not be as extreme as the sportiest mode in a BMW M car, or a Lexus RC F for that matter, but it certainly allows the engine to rev higher and prompts quicker shifts from the large metal steering wheel-mounted paddles. I have to admit Sport S+ became my go-to position for getting through town quickly, particularly because the engine makes such vicious snarling noises, especially when revs ramp up, and “gear changes” are a lot more direct.

And yes, in case you were wondering, this may just be the best continuously variable transmission I’ve ever tested, but despite its impressive 10-speed Simulated Shift Control technology, which actually incorporates a conventional multi-gear transmission within, it still has some latent CVT tendencies, which means that even in its sportiest mode the shifts can come so quickly between intervals, albeit without all the snappy positive engagement from a sport-tuned automatic or dual-clutch automated gearbox, that it seems like nothing’s really happened at all, plus the engine tends to whine up and down with a bit of the old rubber band effect in between. This means serious performance fans will want to get the LC with its V8, leaving those wanting to make some sort of environmental statement opting for the hybrid, because I really can’t see anyone spending $100,000-plus for a personal sports coupe caring one whit about how much they pay at the pump.

The LC 500h’s estimated fuel economy is impressive, however, at 9.0 L/100km in the city, 7.1 on the highway and 8.1 combined compared to 15.1 city, 9.5 highway and 12.6 combined for the LC 500; bragging rights to all but Tesla warriors.

I imagine the lighter weight LC 500 adds more agility through fast-paced corners than the LC 500h, but this long, wide, low and relatively large coupe is nevertheless a great handling car, taking up a couple of tons of real estate yet able to manage curves with deft precision. This is its forte, the LC providing the same kind of relaxed high-speed confidence found in a big Mercedes coupe, yet with its own Japanese premium flair. Its ideally balanced chassis is expectedly easy on the backside too, with a ride that’s a lot more comfortable than its big wheels and low-slung bodywork suggest, while its also wonderfully quiet when its driving mode is switched to one of its less formidable settings, Comfort, Eco and Sport also on the menu.

At the end of the week the LC 500h is a sensational car, but numbers don’t lie. As good as it is, the people have spoken. Even in the US, where Lexus is one of the strongest luxury brands available, the LC has only found 764 buyers since the first of January, which is a bit better than in Canada per capita, but hardly anything to get excited about. Word of a new more performance-oriented LC F arriving later this year could cause some much-needed interest to return to the nameplate, as will an attractive convertible version that’s starting to show up on the interweb, but then again the lovely LC may just end up as another image-building car, helpful for raising Lexus’ well respected name up to higher, pricier levels of the premium market, yet not capable of making a profit on its own.

This said the LC makes for a wonderfully exclusive piece of automotive art that managed to attract more attention from passersby than many pricier cars with more prestigious branding, having garnered more longing stares, pointing fingers and open mouths of astonishment than I could count, not to mention a completely overcome German tourist who just had to get his photo taken beside it. Still, unlike the usual exotic hardware that causes such adoration, the LC still provides a high level of reliable performance, a standout feature for sure. If you’re looking for something breathtakingly beautiful that’s completely different from anything else on the road, I highly recommend the Lexus LC.

Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation,…

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New just above base Porsche 718 T models prove less can be more

2020 Porsche 718 Boxster T — New just above base 718 Boxster T and 718 Cayman T prove less can equal more when less weight and money buys more performance. (Photo: Porsche)

Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation, which promises performance purists less of what they don’t want and more of what they do.

Specifically, 718 Cayman T and 718 Boxster T buyers will get more performance features in a car that costs and weighs less. Starting with the base model’s 2.0-litre turbocharged four-cylinder boxer engine, good for 300 horsepower and 280 lb-ft of torque, T models add a short-throw shifter, a mechanically locking differential and Porsche Torque Vectoring (PTV) in base six-speed manual guise, or the Sport Chrono Package as standard equipment for seven-speed dual-clutch automated PDK cars, the latter resulting in 0.2 seconds of extra jump off the line from a car that’s already 0.2 seconds quicker than the manual.

Also notable, the Sport Chrono Package includes Launch Control and a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making it the transmission of choice when ultimate performance is paramount.

To clarify more fully, straight-line performance with the manual remains the same as the regular 718 Boxster and 718 Cayman at 5.1 seconds from standstill, while PDK-enhanced cars increase their zero to 100km/h sprint times from 4.9 to 4.7 seconds, identical to the base 718 models. Likewise, both base cars’ top speeds continue into T trim unchanged at 275 km/h.

2020 Porsche 718 Cayman T — 718 T trims will feature Agate grey mirror caps and side stripes. (Photo: Porsche)

Additional standard go-fast goodies in T trim include Porsche Active Drivetrain Mounts (PADM) that incorporate dynamic hard and soft gearbox mounts for reducing vibration and even improving performance, claims Porsche, plus a sport exhaust system, unique high-gloss titanium grey-painted 20-inch five-spoke alloy wheels, and a first for the base turbo-four, the Porsche Active Suspension Management (PASM) electronic damping system that, depending on the Normal, Sport, Sport Plus or Individual driving mode selected, instantly adjusts for road surface conditions and driving style changes, all riding on a 20-millimetre lower ride height.

Making a visual statement is a grey side striping package featuring scripted “718 Cayman T” or “718 Boxster T” nomenclatures, and Agate grey mirror caps to match the aforementioned wheels, plus black chrome tailpipes.

Inside, the 718 Boxster T and 718 Cayman T are upgraded with a GT sport steering wheel, scripted “Cayman T” or “Boxster T” logos highlighting the black instrument dials, gloss black instrument panel inlays and centre console trim, special red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery featuring black Sport-Tex centre sections, embroidered “718” logos on the headrests, plus the most identifiable addition of all, black mesh fabric door pulls in place of the usual door handles, which can be changed for optional coloured pulls as seen in associated photos.

When checking the gallery you may also notice something missing from both cars’ instrument panels, their Porsche Communication Management (PCM) touchscreens that have been removed to reduce weight, and replaced by a big, gaping hole Porsche calls a “large storage compartment.” We won’t see this omission in Canada due to a new regulation that made backup cameras mandatory as of May 2018.

For this reason we shouldn’t hold out any hope for Canadian-spec 718 T models to be offered at five- to 10-percent discounts when compared to the current base Cayman and Boxster when outfitted with identical features, as promised in European markets, but we should get to choose from the same standard and optional colour palette that will include black, Indian Red, Racing Yellow, and white at no extra charge, plus optional Carrara White, Deep Black and GT Silver metallic hues, as well as somewhat pricier Lava Orange and Miami Blue special colours.

If you like what you see, make sure to contact your local Porsche dealer to reserve your very own 718 Cayman T or 718 Boxster T, because special models like these are in the habit of selling out quickly.

Also, make sure to check out our full photo gallery above and these three Porsche-supplied videos below (the third one is the most fun):

The new Porsche 718 Boxster T and 718 Cayman T. Welcome to life. (1:17):

The new Porsche 718 Boxster T and 718 Cayman T. First Driving Footage. (1:49):

JP Performance Test Drive: The Porsche 718 T Models. (1:08):

With the Genesis Coupe now long gone, and Genesis itself becoming a standalone luxury brand, this completely redesigned 2019 Veloster becomes the only dedicated sports model in Hyundai’s lineup. That’s…

In Our Garage

2019 Hyundai Veloster Turbo Tech

With the Genesis Coupe now long gone, and Genesis itself becoming a standalone luxury brand, this completely redesigned 2019 Veloster becomes the only dedicated sports model in Hyundai’s lineup.

That’s a pretty heavy weight for this little front-drive compact to carry, but it continues to walk with a swagger of confidence thanks to truly unique styling that preserves the original model’s unorthodox hatchback shape and its most identifiable feature, the long driver’s door that makes it look like a regular sports coupe from one side, and the extra rear passenger’s side door that allows easier access to the back seats.

Yet there’s no way you’ll mistake the Veloster for a compact sedan or even a regular hatchback when one whizzes by, its third door sneakily hiding its handle in the rearmost section of the side glass surround as if doubling as a tiny quarter window, while the car’s general shape is much longer, lower and leaner, and its rear liftback design much more vertical and dramatically styled than the average compact commuter car.

Of course, other than providing plenty of room up front and a fairly accommodating rear passenger compartment the Veloster is anything but the compact class average, yet its much more practical design makes it one of the more pragmatic choices amongst compact sports coupes, albeit this list has been dwindling in recent years and now disparate at best with only the Honda Civic Coupe available in three regular trims plus the sportier Si, plus the rear-wheel drive Subaru BRZ and Toyota 86 twins, and finally the soon to be discontinued VW Beetle. Certainly there are other sporty four- and five-door compacts from the legendary VW GTI/Golf R and Subaru WRX/STI to Ford’s Fiesta and Focus ST and RS models, the latter blue ovals already slated for cancellation, while a handful of mainstream volume brands still off larger performance cars, but the days of compact sport coupes seem numbered.

Reason enough for the Veloster to break the rules with its three-door body style (or four-door if you include the hatch), but rest assured its underpinnings are comparatively straightforward. It comes standard with a 2.0-litre base four-cylinder engine good for 147 horsepower and 132 lb-ft of torque, which drives the front wheels through a standard six-speed manual or optional six-speed automatic, whereas the Veloster Turbo model in our garage this week is 400 cubic centimetres smaller a just 1.6 litres yet puts out a much more energetic 201 horsepower and 195 lb-ft of torque. It still drives the front wheels through a standard six-speed manual gearbox, but those wanting automation can option up to a quick-shifting seven-speed dual-clutch gearbox with paddle shifters on the steering wheel.

Our tester includes the manual as we’d prefer if it were staying with us longer than a week, plus it also gets a $3,000 available Turbo Tech package featuring a powered head-up display system with a Sport mode function, rain-sensing wipers, rear parking sensors, automatic climate control with an auto defogger, a larger 8.0-inch infotainment touchscreen with integrated navigation, eight-speaker Infinity audio with an external amplifier, leather upholstery, and two-way powered driver seat lumbar support.

Another $500 provides an upgrade to the Performance package that adds unique 18-inch alloy wheels on 225/40 Michelin Pilot summer-performance tires, while all of the above was added to a Veloster Turbo that already comes standard with LED headlights, LED side mirror turn signal repeaters, LED taillights, a unique grille and extended side sills, proximity-sensing keyless access with pushbutton ignition, a 4.2-inch TFT multi-information display replacing a more conventional 3.5-inch trip computer within the gauge cluster, a powered glass sunroof, silver vent rings, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, and more.

Of course, Turbo trim pulls up plenty of features from the base model mentioned earlier, including auto on/off headlights, LED daytime running lights, power-adjustable heated side mirrors, remote entry, a leather-wrapped heatable multifunction steering wheel, a tilt and telescopic steering column, cruise control, power windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Apple CarPlay and Android Auto, a rearview camera with dynamic guidelines, six-speaker audio, Bluetooth hands-free phone connectivity with audio streaming, a leather-wrapped shift knob, heated front seats, manual six-way driver and four-way front passenger seat adjustments, blindspot detection with rear cross-traffic alert, all the expected active and passive safety features, plus more.

Before moving on from trims and features, Hyundai now offers the even more capable Veloster N for 2019, boasting a 2.0-litre turbocharged four-cylinder good for a meaty 275 horsepower and 260 lb-ft of torque. It comes standard with a six-speed manual transmission featuring downshift rev-matching, an electronically controlled limited slip differential for getting power down to the road, an electronically controlled suspension attached to unique 19-inch alloy wheels on 235/35 Pirelli summer-performance tires for maximizing lateral grip, Normal, Sport, N and Custom drive mode selections, a driver-adjustable active exhaust system, and more.

This $34,999 model gets unique styling details including some red paintwork along its lower extremities and the option of Chalk White, Phantom Black and exclusive Performance Blue (more of a baby blue) exterior colours, plus inside it features blue-stitched N exclusive cloth sport seats and other upgrades.

Base Veloster and Veloster Turbo trims are much more affordable, the former starting at just $20,999 plus freight and fees, and the latter for only $25,899. You can add the conventional automatic to the base model for another $1,300, whereas the more performance-oriented dual-clutch automated gearbox ups the Turbo’s price by $1,500. This meant my almost fully featured test model came to $29,399, just shy of a fully loaded Veloster Turbo Tech DCT’s $30,399 list price. To get full 2019 Veloster pricing details include models, trims and options, not to mention detailed rebate info and dealer invoice pricing that could save you thousands, make sure to check out CarCostCanada.

A standard 2019 Veloster upgrade that deserves the most attention of all is a change from a torsion beam rear suspension design to a new independent multi-link setup, which should theoretically improve comfort as well as high-speed stability over uneven road surfaces. We’ll be sure to cover this and plenty more in our upcoming road test review, but until it gets published make sure to check out our comprehensive photo gallery above…

If you haven’t driven a Mustang for a while, I highly recommend you take one out for a spin. Not literally, the spin I mean, but then again it’s a lot more difficult to get the rear end sideways now…

In Our Garage

2018 Ford Mustang GT Premium Fastback

If you haven’t driven a Mustang for a while, I highly recommend you take one out for a spin. Not literally, the spin I mean, but then again it’s a lot more difficult to get the rear end sideways now that Ford has fitted a highly stable independent rear suspension (IRS) between the rear wheels.

That change came as part of an exhaustive 2015 model year redesign, and the move caused a great deal of controversy amongst diehard Mustang fans that loved the lighter weight live rear axle and its benefit to drag racing, but for the majority of sports car fans, who’d rather go fast around corners instead of just in a straight line, it was a gift from the mechanical gods, or at least a bunch of blue-oval engineers.

Rather than delve into just how good the Mustang’s handling became four years ago and how much better it drives since its most recent 2018 update in this “In Our Garage” segment, I’ll admit that it’s easily the best hooked up Mustang in history and, until my full road test review comes out, I’ll point you to an old road test of the 2015 Mustang GT Premium Convertible to learn how I felt about it when the IRS initially arrived, or you can reread my reviews of the 2016 Mustang Ecoboost Fastback, 2016 Mustang GT Convertible, and 2017 Mustang GT Convertible).

Take note the 2018 model sees a new optional 10-speed automatic in both turbocharged 2.3-litre Ecoboost four-cylinder trims and 5.0-litre V8-powered GTs, the former of which I recently tested in Premium Fastback guise (review coming soon), while this GT, priced from $47,288, and the base Mustang, which starts at just $28,988, come with a six-speed manual gearbox (check CarCostCanada.com for all the trim, pricing and options details, plus rebate info and dealer invoice pricing).

Other 2018 updates include a meaner looking new grille that melds ideally with a more aggressive new hood, while stylish LED headlights are now standard across the entire line Mustang lineup. New LED taillights provide a fresh take on the Mustang’s classic triple vertical lens design, these underscored by a new bumper and lower fascia.

A number of small changes improve the Mustang’s interior, highlighted by upgraded materials quality and a new optional fully digital TFT primary gauge cluster.

The aforementioned base engine makes a substantive 310 horsepower and 320 lb-ft of torque, so there’s no need for the long gone V6 anymore, while this GT’s V8 puts out a sensational 435 horsepower and 400 lb-ft of torque, not to mention a soul-soothing gurgle from the twin tailpipes that’ll make your adrenaline surge.

I’ve said too much, so make sure you join me back here in short order for a full review of this fabulous 2018 Mustang GT Premium Fastback…

Beauty is in the eye of the beholder, but almost every car enthusiast found the original 2003 Bentley Continental GT beautiful at its inception. The majority would also agree that changes to the mildly…

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Next-generation Bentley Continental GT makes a good thing much better

The 2019 Bentley Continental GT has been completely redesigned, and looks stunning. (Photo: Bentley)

Beauty is in the eye of the beholder, but almost every car enthusiast found the original 2003 Bentley Continental GT beautiful at its inception. The majority would also agree that changes to the mildly redesigned 2011 version made it even more attractive, so the question remains whether history will be as kind to the all-new 2019 Continental GT.

At first glance it appears the most attractive yet, and does an admirable job of paying tribute to the EXP 10 Speed 6 concept that wowed us all at the 2015 Geneva motor show. Now longer and wider yet seemingly leaner, the new Conti is gifted a certain visual litheness that its more upright, bulkier predecessor lacked. Ahead of a lengthier, lower hood the grille has grown too, or at least it’s been stretched horizontally, while larger circular headlamps at each side sparkle with Bentley’s crystal cut glass design.

Mixed with this elegant glassware is a lower front fascia featuring open wheel motorsport-inspired front wing-like aerodynamics, including two angled struts holding up a razor thin splitter that frames three much larger engine and brake vents above. We saw this level of aggression from the previous Supersports, but not with the regular Continental GT.

Bentley continues its bigger is better theme rearward, with the previous car’s “B” shaped engine vents enlarged and moved from the upper front fender down to just above the sills, these now forming the beginnings of a thick new chromed baseline that spans the doors, jumps the rear wheel cutouts, and wraps around the majority of the back bumper.

Muscular rear haunches, now sculpted from lightweight superformed aluminum as is most of the car’s skin—superforming a process that allows for large, nearly seamless one-piece panels of smooth, creased and folded aluminum fit to perfection—continue to play a prominent role in the Continental GT’s rear design, but the sweptback glass is now wider and flatter, the C-pillars not tapering inward as much and rear fenders sweeping upward to the deck lid, rather than downward overtop the taillights.

Rear lighting in mind, these lamps might be the most dramatic departure from the previous design, the big, broad, rectangular lenses with dual-oval innards from the old car now replaced by a single, smaller, simpler oval element to each side.

While dramatically different from front to back and head to toe, the new GT is still more evolution than revolution, at least when compared to Aston Martin’s new Vantage that seems to have completely rewritten the competitive brand’s style sheet. Like that Vantage, the new Conti is more visually athletic, but unlike this key challenger it still maintains traditional British elegance.

Part of its luxury equation is sheer size, the new Continental GT even larger than its already substantive predecessor. It’s now 44 millimetres (1.7 inches) longer than the outgoing model, with 105 mm (4.1 inches) of added wheelbase thanks to a 129-mm (5.1-inch) forward extension of the front axle, while it grows from side to side by just 10 mm (0.4 inches) and remains virtually identical in height (it’s taller by 1 mm or about 1/32nd of an inch), all of this growth opening up the interior for greater space and comfort. Despite its dimensional increase the new model loses more than 75 kilos (almost 170 pounds) of girth thanks to greater use of those aluminum panels mentioned earlier, bringing its curb weight down to 2,244 kg (4,947 pounds).

Unlike the EXP 10 Speed 6 concept mentioned earlier, the four-seat production Continental GT is not powered by a hybrid drivetrain, but nevertheless gets a highly advanced powertrain filled with performance and efficiency tech. The new 6.0-litre W12 TSI, first introduced with the Bentayga SUV, should not be confused with the outgoing 6.0-litre W12, as it not only uses the previous engine’s low pressure TMPI multi-point manifold injection to fuel its cylinders, but in fact incorporates a dual combustion process that allows for the Audi-developed FSI high pressure direct-injection system as well.

On top of this it utilizes twin-scroll bi-turbocharging, individual cylinder bank deactivation when cruising or coasting, APS coated cylinder bores, integrated temperature management for the cooling system, an auto start/stop system that shuts the engine off when it would otherwise be idling, and to top it all off it’s 30 kilograms (67 lbs) lighter.

Output is up a sizeable 44 horsepower over the old Conti’s W12 to 626 hp, plus torque has increased by an even more impressive 133 lb-ft to 664. Official Transport Canada fuel economy figures have yet to be announced, but it’s already been billed as the most economical 12-cylinder engine in the luxury category thanks to its use in the Bentayga as well as internal testing with the Continental GT that shows 12.2 L/100km combined city/highway, a considerable improvement over the outgoing car’s 14.2 L/100km average.

No doubt the new eight-speed dual-clutch automated transmission is partially responsible for the engine’s efficiency, its shift increments likely quickened over the old automatic’s performance as well, which should liven up the new model’s road and track dynamics, although we expect seamlessly smooth operation as well.

Getting off the line in mind, the new GT’s standstill to 100km/h sprint time has been reduced by a shocking 0.8 seconds from 4.5 to 3.7 seconds, while it now reaches a 333-km/h (207-mph) top speed. That’s an astonishing improvement, vaulting an already fast grand touring coupe into supercar territory. In fact, the new Conti is almost as quick as the outgoing 700-hp Supersports model, which is capable of zero to 100km/h in just 3.5 seconds before attaining a top speed of 336 km/h (209 mph)—there’s also a 633-hp version of the old W12 that hightails it to 100km/h in 4.1 seconds, albeit still slower than the new model. It doesn’t take too much imagination to contemplate just how quick a Supersports version of the new car might be, but we’ll have to wait a little longer to find out. We should also expect a V8-powered base model, which will quicken acceleration over its predecessor as well.

Aiding performance, the lighter W12 TSI sits 50 mm (1.9 inches) farther rearward for more advantageous 55:45 front-to-rear weight distribution (it was previously 58:42). This also makes for less weight over the front axle, which should provide freer steering and a lighter feel overall. To be clear, the new GT no longer uses Volkswagen’s D1 chassis architecture shared with the same parent automaker’s namesake 2002–2016 Phaeton full-size luxury sedan, but instead gets VW Group’s new MSB platform, which has already impressed us numerous times while underpinning the latest Porsche Panamera, this boding very well for the big Bentley two-door.

Like the old GT the new model gets standard all-wheel drive, but where the outgoing car’s torque split was permanently locked at 40:60 front-to-rear, the new model is primarily driven by its rear wheels, only directing twist to those in front when slippage occurs. Up to 38 percent of available torque can be repurposed up front when needed, although when set to Sport mode that number is decreased to just 17 percent.

Special 48-volt active anti-roll bars, also used with the Bentayga first, assist fast-paced handling by resisting body roll, pitch, and dive at each wheel, their effectiveness dependent on the selectable driving mode chosen. The Dynamic Ride system works in conjunction with the updated air suspension, resulting in a car that’s reportedly flatter through corners than the previous model, yet still capable of providing the cushioning ride quality Continental GTs are renowned for when in Comfort mode, its new three-chamber air springs breathing in 60 percent more volume when set to its supplest setting.

Additionally, standard brake-based torque vectoring applies caliper-to-rotor pressure individually to limit understeer and oversteer and therefore aid high-speed stability further, this previously only offered with the aforementioned Supersports and ultra-performance GT3-R model.

Braking is mastered by a set of 420 mm rotors with 10-piston calipers up front and 380 mm discs with four-piston calipers in the rear, with a carbon ceramic set optional, and in case you were wondering, Z-rated Pirelli rubber measuring 275/35 up front and 315/30 in back keep this big GT glued to the road.

Saving what might possibly be the best for the last, the new Continental GT’s interior may be the big differentiator that causes ultra-luxury buyers to choose a Bentley over one of the brand’s rivals. The word exquisite hardly does it justice, with the new Conti receiving a horizontally themed interior design that makes for a wider more open ambiance.

It’s at once modern and advanced, yet retrospective in its approach thanks to the latest Audi Virtual Cockpit-inspired high-definition gauge cluster (capable of showing navigation, audio, communication, vehicle data, etcetera) and infotainment displays regarding the former, and beautiful sustainably sourced hardwood veneers, piano black lacquers, metals and leathers with respect to the latter.

Even better, Bentley allows you to pay a little extra if you want even more hardwood (there’s a total of 10 square metres in each car, all of which requires nine hours of labour from the process of matching the grains to hand-fitting the inlays), black lacquer and metal trim added to the forefront of the instrument panel, all of which hides the 12.3-inch centre display behind a uniquely powered panel when turning off the ignition, resulting in an even more classic interior design that won’t age with time, as even this state-of-the-art Apple CarPlay-infused electronic interface eventually will. It’s dubbed the Bentley Rotating Display, and upon start-up the triangular-shaped merry-go-round rotates via two electric motors and 40 moving parts to reveal the touchscreen, after which pressing the “SCREEN” button on a strip of analogue switches just below spins it around a third time, exposing three beautiful analogue dials for reading the ambient temperature, compass directions, and chronometer times.

Back to modern tech, Bentley offers a bevy of advanced driver assistance systems such as lane keeping assist, blindspot monitoring, adaptive cruise control, night vision, traffic sign recognition, and a full-colour head-up display.

Lastly, a standard 650-watt, 10-speaker audio system can be upgraded to a 1,500-watt, 16-speaker Bang & Olufsen design with illuminated speaker grilles, or better yet a 2,200-watt, 18-speaker Naim system includes Active Bass Transducers fitted within the front seats for reproducing concert hall sound quality. The interior is quieter than the outgoing car’s too, thanks to a laminated acoustic glass windshield and side windows, which is said to reduce exterior noise by up to nine decibels.

All of the interior switchgear appears much improved over the outgoing model’s buttons, rockers, knobs, and dials too, not to mention vent bezels and stoppers. Some is made from black composite (now glossy instead of matte), some aluminized, and others continuing forward with even more exquisitely detailed diamond knurled metal edging than in the previous car.

Speaking of diamonds, Bentley’s artisans reportedly spent more than a year developing the process to stitch its new double-diamond quilted door panels together, which if you to peel away from their fastenings would expose the signatures of those who did the needlework. The 20-way adjustable front seats can be diamond-quilted too, with each diamond similarly needing 712 stitches to complete. What’s more, the Conti’s vast options menu includes a Côtes de Genève (Geneva stripes) textured metal finishing for the centre console, which has its roots in the fine Swiss mechanical watchmaking industry.

More than 70,000 Continental GTs have been sold throughout the world over the past 15 years, and thanks to this impressive redesign we think Bentley may do even better over the next decade and a half. The new 2019 Continental GT will arrive next year with a suggested retail price of $285,681, at which point you’ll be able to decide for yourself if the designers, engineers and artisans at Bentley’s Crewe, England headquarters truly created “the finest Grand Tourer ever produced,” as they set out to do.

Before you go, make sure to check out our massive photo gallery of the new 2019 Continental GT, as well as these awesome videos:

New Continental GT – the Design | New Bentley Continental GT (3:03):

The New Continental GT has arrived | New Bentley Continental GT (1:57):

The age-old question “Porsche 911 Turbo or Aston Martin Vantage?” has taken on even greater relevance this year, due to the arrival of the all-new 2019 Vantage. Making the argument from Gaydon,…

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New 2019 Aston Martin Vantage now available for $172,495

The age-old question “Porsche 911 Turbo or Aston Martin Vantage?” has taken on even greater relevance this year, due to the arrival of the all-new 2019 Vantage.

Making the argument from Gaydon, England even more appealing, the revolutionary new Brit is $11,705 less expensive than the continually evolutionary German, at $172,495 compared to $184,200 (2018 model year pricing).

If you think that’s impressive, consider the 2019 Vantage is a shocking $50,940 more affordable than the previous generation, that being the $223,435 2017 iteration that only came to Canada in 565-horsepower V12-powered trim.

Then again, only a year prior the base 2016 V8 Vantage was priced at a mere $109,400, just above the 370-horsepower Porsche 911’s starting price, but before we stop celebrating the just-noted $50k savings and begin to lambaste the UK powers that be for upping the new 2019 model’s price by $63,095, consider its 4.7-litre V8 only made 420 horsepower and 346 lb-ft of torque compared to the new 2019 model’s 4.0-litre twin-turbo V8 that puts out 503 ponies and 505 lb-ft of twist, and then factor in that it’s a completely redesigned car from the ground up, making the outgoing model look and feel like the modern-day classic it truly was.

After all, the Vantage dates back to 2005, and during that near 14-year period it had only seen minor updates. Such is common amongst smaller industry players in the ultra-luxury sector, with similarly positioned cars such as Bentley’s Continental GT dating all the way back to 2003, despite a second-generation in 2011 that looked very much like the original.

That Continental is totally new for 2019 too, and beautiful in its own right, but we can safely say the new Vantage is a far more radical design departure from its predecessor than Bentley’s upcoming Conti is from its forebear. The new AMV 8 was heavily influenced by the sensational DB10 prototype best known for its “star car” appearance in the 2015 James Bond film Spectre, although close inspection shows a great deal of refinement from concept to reality.

The result is a major deviation from the classic Aston Martin grille design, or at least the placement thereof. To be clear, the general shape of the grille remains the same, this easier to see with Vantage models featuring the inner outline of their grille painted in a coat of bright, colourful Lime Essense, but with cars that alternatively leave this section shaded in a darker hue the lower portion of the grille seems to completely disappear into the road surface below. Certainly Aston will allow customers to play with this optical illusion via the myriad paint colours available, which should provide some wonderful results. In the end, enlarging and lowering the classic AM grille has created an entirely new, much more modern look for a brand that was probably relying too much on past glories before, while keeping all-important heritage fully intact.

The flush LED headlamp clusters look small in comparison to that grille, while the always long and elegant Aston hood appears even more extended thanks to the need to reach further downward to meet the grille. Likewise, the front fenders snuggly hug a large set of alloys, leaving a mere sliver of bonded aluminum bodywork above before bending inward to incorporate subtle functional side gill wheel well vents. These bleed rearward into the door skins that hover over wide sill extensions, the latter visually pulled around the car from the front splitter.

Those thinking the design departure is radical when watching a new Vantage approach may realize they hadn’t seen the half of it upon witnessing its hind end round the corner, the model’s single curving car-width taillight an impressive display of LED creativity in action. The rear lamp fluidly flows with the uniquely shaped Kamm-like tail design, raised up in the middle like sports car racers of the past, while the working rear diffuser under the bumper cap looks as if it could’ve been pulled directly from a World Endurance Championship (WEC) Vantage GTE racecar.

Like with the new DB11 V8, the new hand built 4.0-litre twin-turbocharged eight-cylinder stuffed under the Vantage hood hails from Mercedes-AMG, although Aston tunes it for their unique feel and sound. Standstill to 100km/h takes a mere 3.6 seconds, this aided by a 1,530-kilogram curb weight. Aston’s engineering team positioned the new engine as far forward and as low as the chassis design allowed, which resulted in ideal 50/50 weight distribution.

That balance was aided by the new Vantage’ rear-mounted, eight-speed ZF automatic transmission, while the carbon-fibre driveshaft that spins in an alloy torque tube benefits all performance criteria. The automatic is standard, which means no manual gearbox is available for the time being, but rumour has it a seven-speed DIY transmission will become the base gearbox in the near future.

Of course, Aston provides the Vantage with driver selectable modes including Sport, Sport Plus and Track, while the new electronically controlled differential is a Gaydon first, this working in conjunction with the braking system to enhance high speed handling via torque vectoring.

Being that the Vantage is the sportiest Aston in the lineup, its speed-sensitive electric power steering features a tighter lock-to-lock ratio than the larger DB11, while it’s also tweaked for more aggression off-centre. Added to this is a 2,704-mm wheelbase, the new Vantage 100-mm shorter than the DB11 and therefore more reactive to turn-in through tight, fast-paced corners.

Sharing components with its larger sibling would only make sense, and to that end 30 percent of the aluminum Vantage chassis comes from the DB11. This of course means that 70 percent of the Vantage chassis is completely unique, this portion including the rear frame that’s now solidly mounted to increase lateral rigidity. The stiffer design results in 2.2 degrees of roll per cornering G-force, which compares to 3.0 degrees with the DB11. Additionally, the newest version of Aston’s Skyhook adaptive suspension provides progressively firmer damping characteristics in its various drive modes, while that 30-percent figure mentioned a moment ago relates to the front suspension components pulled from the DB11.

As you might expect, the new Vantage interior is now fully immersed in the 21st century, so therefore along with the usual Aston Martin handmade detailing of carbon-fibre, aluminum, leather and suede-like Alcantara trim and upholstery finishings, it incorporates the latest high-resolution digital displays ahead of the driver and atop the centre stack. The latter is an 8.0-inch touchscreen, which, like in the DB11, is sourced from Daimler’s parts bin, along with its knurled metal rotating wheel controller and palm rest.

Speaking of knurled metal, Aston has kept its trio of rotating metal knobs on the centre stack, albeit now the centre one is part of the HVAC system, while a bevy of metal trimmed rocker switches fills the open spaces in between while rows of buttons line each side of the aforementioned infotainment controller on the lower console. Additionally, the ignition and gear selector buttons have been repositioned from a horizontal row high on the centre stack to an inverted “V” formation below, where the stack bends into the lower console, while shifts continue to be executed by large, metal paddles fixed to the steering column.

The steering wheel is an appropriately sporty flat-bottomed, leather-wrapped design that features just enough switchgear to appear modern yet not enough to look cluttered. It frames a fully configurable TFT gauge cluster, just like the DB11, which is an important step that once again locks Aston into the new century, yet traditionalists will miss the glorious mechanical/analogue dials that have long been part of the AM mystique.

Comfort is reportedly large on ultra-luxury buyers’ wish lists, even in the more performance-oriented classes, so therefore the new Vantage passenger compartment is improved ergonomically with more headroom and legroom, plus some additional side-to-side spaciousness.

As you might expect, the new Vantage is well equipped with luxury and convenience features too, but take note you’ll still need to pay extra for heatable seats, parking assist, blindspot monitoring, adaptive cruise control, etcetera. Four option packages include Sport, Exterior Black, Tech, and Comfort, with each of these allowing for ample personalization as well.

The 2019 Aston Martin Vantage is available now, but those wanting the convertible Volante version will need to wait until 2019.

Before delving into another story here on TheCarMagazine, make sure to browse through the largest photo gallery we’ve ever put together on any car by clicking on the big photo at the top of this page, and after that check out some videos of the new 2019 Aston Martin Vantage below:

2018 24 Hours of Le Mans – The Pursuit Of Beautiful (1:50):

ASTON MARTIN RACING IS BACK! IT’S TIME TO BE BOLD (1:19):

The new Aston Martin Vantage – #BeautifulWontBeTamed (1:29):

Vantage GTE: The Birth Of A Future Champion (9:04):

New Vantage – Cold Environment Testing in Finland (1:19):

New Vantage Launch – Tokyo (2:22):

Daniel Ricciardo & Martin Brundle meet #NewVantage (1:48):

New Vantage Road and Race Car Launch (1:08):

Beautiful Won’t Be Tamed – The New Vantage (1:18):

When Max Verstappen met #NewVantage (3:11):

Aston Martin has been revising its entire model range in recent years, with a dynamic new take on its quintessentially British design language and a completely new V8 and V12 engine lineup. Maintaining…

Latest News

New DB11 Volante to arrive in Aston Martin dealerships next month

2018 Aston Martin DB11 Volante — The all-new 2018 DB11 Volante convertible arrives at Aston Martin retailers across Canada next month. (Photo: Aston Martin)

Aston Martin has been revising its entire model range in recent years, with a dynamic new take on its quintessentially British design language and a completely new V8 and V12 engine lineup.

Maintaining its forward momentum, the DB11 Coupe, universally praised after its 2017 introduction, gets a soft-top convertible Volante model for 2018, due to arrive across the country next month.

“For many of our customers, indeed many generations of Aston Martin customer, the Volante has always offered something very special: a unique combination of elegant style, innate sporting ability and sensory engagement that lifts it above other open-top cars,” said Dr. Andy Palmer, Aston Martin President and Chief Executive Officer. “The new DB11 Volante captures those qualities perfectly and promises the kind of pleasure and enjoyment that can only come from driving an open-top Aston Martin.”

The DB11 Volante replaces the outgoing DB9 Volante, a model that’s served Aston faithfully for more than a dozen years. Where the old Marek Reichman and Henrik Fisker designed model has become a modern-day classic, revered by industry professionals and owners alike, not to mention car enthusiasts the world over, the new DB11, once again penned by Reichman, merges all that’s good from the past with an edgy new sophistication.

The DB11 Volante doesn’t deviate from the DB11 Coupe’s successful design below the shoulder-line, a good thing as the model’s new take on the trademark A-M grille, striking LED headlamps, elegant single-piece aluminum hood, dramatic front fender vents, muscular rear fender swells, sharply cut trunk lid, ultra-slim ‘light blade’ LED tail lamps, and diffuser-infused rear apron nears visual perfection. While new forged alloy wheels round out the lower design, the new open-top model gets even better as eyes climb upward. Perched atop a similarly raked windshield and A-pillars to the DB11 Coupe up front, and an artistically reformed deck lid in back, sits a classic retractable fabric roof that melds perfectly into the car’s sweptback profile.

Available in Black Silver, Grey Silver or Bordeaux Red, the all-new eight-layer convertible top utilizes the latest acoustic sound deadening and climate isolating insulation materials, providing four-season comfort and NVH levels, while it powers down to a class-leading stack height in just 14 seconds at speeds of up to 50 km/h with a 50 km/h headwind, plus back up again in only 16 seconds.

The DB11 Volante offers most of the same standard and optional features as the new DB11 Coupe, including an entirely new configurable digital gauge cluster with superb graphics, clear, crisp resolution, and wonderful depth of colour, plus an equally impressive centre stack-mounted infotainment display controlled by a knurled metal-edged rotating dial and gesture-sensing palm rest on the lower console. Both Daimler-sourced electronic interfaces are filled with the latest features and apps, including full smartphone integration, while the rest of the interior comes finished in the auto industry’s best quality materials and most exacting artisanship. Upping its game, the front seatbacks of the DB11 Volante even feature hardwood or carbon fibre veneer panels that easily pull eyeballs when the top is dropped.

While the standard and optional features list is long and full, Aston makes a special point of noting the DB11 Volante’s new heatable steering wheel as an encouragement for all-season open-air motoring (which we wholly support), and also states that new Volante-first rear seat ISOFIX attachment points bring a new level of practicality to owners with small children.

Regarding performance, the DB11 Coupe first arrived with Aston’s new V12, which was engineered by a team from the company’s UK division yet continues to be produced in the automaker’s dedicated Cologne, Germany engine facility, but take note the DB11 Volante won’t be available with the V12 at all, at least not at first, but instead will utilize the brand’s new 4.0-litre V8, sourced from AMG-Mercedes ahead of fine-tuning by A-M’s engine team. The new V8, which makes 503 horsepower, 498 lb-ft of torque, and comes mated to a new paddle shifter-enhanced ZF-sourced eight-speed automatic transmission with incredibly quick yet especially smooth shift intervals, was a new arrival for the 2018 DB11 Coupe late last year, and is an ideal fit for the new convertible.

The lighter weight V8 fits further rearward in the car’s chassis to aid overall balance, plus performance is also helped by a new DB11 Volante that’s considerably lighter and more rigid than the model it replaces, its bonded aluminum body structure carried forward from the DB11 Coupe yet stiffened in key areas to compensate for losing its roof.

“The challenge of creating a convertible car is retaining structural and dynamic integrity,” said Max Szwaj, Aston Martin Chief Technical Officer. “To protect the former you need strength and rigidity, but to preserve the latter you need to keep weight to a minimum. With the DB11 Volante we have maximized the advantages of the DB11’s all-new bonded structure to underpin our new Volante with a structure that’s 26 kg lighter and five percent stiffer than its predecessor. The result is a truly magnificent car. One that combines greater performance and agility with increased comfort, refinement and interior space for occupants and their luggage.”

DB11 Volante trunk volume has grown by 20 percent over the outgoing DB9 Volante, while the car’s increased cabin space, comfort, plus its reported ride quality and driving ease seem diametrically opposed to its overall improved performance. To this end the new model incorporates three-stage powertrain and chassis modes that are engineered to suit most any driver’s mood or road/weather condition, while new electric power steering plus a limited-slip differential with dynamic torque vectoring provide levels of all-season control not possible before.

The new 2018 DB11 Volante arrives at Aston Martin dealerships across Canada next month, although orders are being taken now. Contact your local retailer for details.

With 2017 coming to a close, we’re taking a look at some of the year’s more intriguing concepts, with a sharper focus on those that have a better chance of being produced than the whimsical dream…

Latest News

Infiniti Project Black S: A concept or a prototype headed for production?

2017 Infiniti Project Black S Concept — Is the Project Black S a concept or potential reality? (Photo: Infiniti)

With 2017 coming to a close, we’re taking a look at some of the year’s more intriguing concepts, with a sharper focus on those that have a better chance of being produced than the whimsical dream cars that more often than not fill the front pages of buff magazines.

Infiniti’s Project Black S fits that bill to a T. And it doesn’t hurt that it’s based on a car already in existence, the beautiful and formidable Q60 Red Sport 400.

The Project Black S first hit the stage at the 2017 Geneva auto show earlier this year, with a matte grey paint job plus stunning gloss black and yellow highlights that paid homage to the Renault Sport Formula One team.

F1 fans will know that Infiniti is a Renault Sport Formula One team sponsor, its branding prominently displayed on each side of the race car’s cowl induction unit (the big air scoop above the driver’s head—in Renault’s case Nico Hülkenberg and Carlos Sainz Jr.). Along with sponsorship, Infiniti also confirms it contributes “knowledge in hybrid technology and additional engineering resources” to the Renault Sport Formula One initiative.

Readers well versed in the automotive industry will also know that Infiniti is the luxury division of Nissan, and that Nissan is part of a three-brand Franco-Japanese strategic partnership known as the Renault–Nissan–Mitsubishi Alliance (Renault–Nissan having purchased a controlling stake in Mitsubishi last year), this group responsible for one out of every 10 cars sold worldwide.

With that backgrounder out of the way, the Renault Sport Formula One-inspired Infiniti Project Black S makes a great deal of sense, especially after appreciating just how much F1 technology gets infused within this proposed road car’s power unit.

“Power unit” is the appropriate term, because the direct-injected and twin-turbocharged 3.0-litre V6 borrowed from Infiniti’s Q50 and Q60 Red Sport 400 models gets an electrified power boost that goes beyond any hybrid ever seen on public roads, unless we’re talking single weekends each year in Sochi, Monte Carlo, Montreal (between the Pavillon du Canada and the Cosmos Bridge), Baku, and Singapore—street races on the F1 calendar.

“Infiniti is leading the way with innovative new powertrain technology for consumers, such as the award-winning 3.0-litre twin-turbo V6 engine, and VC-Turbo, the world’s first production-ready variable compression ratio engine,” said Francois Bancon, Vice President, Global Product Strategy, Infiniti. “With Project Black S, we are looking at how a unique performance hybrid energy recovery system could be adapted from Formula One for use on the road.”

Certainly the Q50 Hybrid and Q70 Hybrid sedans offer a considerable performance advantage over their base counterparts, thanks to 360 net-horsepower from a 3.5-litre V6 and 50kW electric motor combination, but the Project Black S not only utilizes the much more advanced VR30DDTT engine noted above, its “instant, significant, lag-free acceleration” comes via a dual-hybrid heat energy recovery technology unique to Formula One, increasing the Red Sport 400’s peak output by 25 percent to a whopping 500 horsepower.

Renault Sport Formula One RS17 — The Renault Sport F1 Team RS17 engine cover, shows the Infiniti name and logo prominently displayed. (Renault)

Breaking down the tech, most hybrid cars, like the Q50 Hybrid and Q70 Hybrid, utilize some form of regenerative braking system, which redirects kinetic energy from brake friction to a battery normally used for running ancillary features. This is similar to a Formula One car’s MGU-K unit, MGU standing for motor generator unit, and K for kinetic. The Renault Sport Formula One car’s MGU-K unit regenerates kinetic energy from braking and feeds it into a high-rate discharge lithium-ion battery used in turn to spin the engine’s crankshaft and exhaust turbocharger’s turbine blades quicker, resulting in more power. The second part of an F1 car’s dual-hybrid system is an MGU-H unit that harvests “heat” energy from exhaust gases to do the same thing as the MGU-K, more or less doubling the energy fed into the battery and subsequently the crank and twin turbines.

The MGU-H is much lauded by forward thinking tech devotees albeit somewhat loathed by F1 fans, as it’s a common cause of power unit failures. Of course, the Project Black S road car’s internal combustion engine is nearly twice the size of the F1 car’s 1.6-litre V6, while it’s certainly not asked to rev to 15,000 rpm in order to make upwards of 870 horsepower, so therefore it’s nowhere near as stressed and should theoretically be easier to achieve reliability.

This said the MGU-H has never been used in a production car before, and therefore if Infiniti were to build something along the lines of the Project Black S it would be an industry first. That F1 rivals Mercedes and Ferrari haven’t done so already is testament to the difficulty of the task, but considering that the ERS’ (energy recovery system’s) raison d’être in F1 is a form of road car relevance, necessary to attract big name engine builders like the Renault–Nissan–Mitsubishi Alliance (and Infiniti), integrating the MGU-H portion of the equation into a production vehicle is not only fitting, but important.

As part of the Renault Sport Formula One team’s motorsport technology transference, Project Black S also sheds curb weight from extensive use of carbon-fibre, which is nothing new to both motorsport and performance road cars. F1 cars are mostly made from advanced composite materials, whereas the Project Black S uses carbon fibre reinforced plastic (CFRP) for its large reshaped front splitter, rear diffuser, fenders and side skirts, “while ultra-thin aero ‘blades’ in the side sills ahead of the rear wheels channel air around the lower body of the car.” The sizeable rear wing, designed to increase rear downforce at speed, is also made from CFRP.

There’s function to all the new forms too. The large frontal air intakes effectively channel cooling air into the engine compartment and onto the brakes, while new hood vents allow heat to escape. The Project Black S’ rear body panels are shaped to allow circulating air to flow away from the car as quickly and efficiently as possible, enhanced by vertical aero foils as well as the aforementioned rear wing.

Along with all the lightweight CFRP components, a set of forged 21-inch aluminum wheels also reduces weight while providing a larger contact patch to improve mechanical grip from wider, lower profile performance tires. Additionally, modified chassis settings improve high-speed stability and overall handling, while a high-performance titanium twin exhaust system increases flow and reduces yet more weight. These items, plus all of its tastefully applied aero elements penned by Infiniti’s Paddington studio in London, England, combined with the already beautiful new Q60 sports coupe, have resulted in a sensational looking road-going prospect.

“Project Black S is a daring and elevated representation of Infiniti’s performance DNA,” said Alfonso Albaisa, Executive Design Director, Infiniti. “It expresses our desire to create cars that are designed to perform, marrying the potency of a high-performance powertrain with a muscular new design. This project has given us the opportunity to experiment with advanced materials to create a performance-inspired aesthetic that draws on Infiniti’s motorsport ties through the Alliance.”

Despite rolling on a modified Q60 Red Sport 400, Project Black S seemed more concept than reality when unveiled at Geneva in March, but when reintroduced at the Montreal Grand Prix in June, together with exclusive F1 tire supplier Pirelli, which came on as a new Project Black S partner responsible for supplying specially designed and constructed bespoke performance tires, its road-going prospects brightened.

Pirelli announced its intention of supplying the Project Black S with a unique set of P Zero performance tires, from the brand’s F1-inspired Coloured Edition. F1 uses bright colour markings on its tire sidewalls in order to let fans and FIA (Federation Internationale de l’Automobile) marshals (the sport’s governing body) know which tires they’re running (tire use is regulated during each race), the 2018 “Pirelli Rainbow” tire lineup including Super hard (orange), Hard (light blue), Medium (white), Soft (yellow), Supersoft (red), Ultrasoft (purple), Hypersoft (pastel pink), Intermediate (green – used for light rain), Wet (blue – used for heavier rain), and now Pirelli has capitalized on this by offering road car customers hundreds of tire colour options to match their vehicles.

“We are very excited about our ‘Project Black S’ and the work we are doing with Renault Sport Formula One Team on performance hybrid technology,” said Tommaso Volpe, Director of Infiniti Global Motorsport. “Having another key Formula One player involved is proof of the interest it generates and will add even more focus on performance delivery. As we explore the feasibility of ‘Project Black S,’ Pirelli’s input and knowledge – both motorsport and automotive – will be invaluable. We couldn’t be happier to have them onboard.”

To be clear, Project Black S has been touted as a possible production car from its onset, with the initial Geneva press release stating the car “explores the potential for a new Infiniti performance grade” that Infiniti hoped would help “gauge potential interest in high-performance derivatives of Infiniti cars.”

“We were fascinated with ‘Project Black S’ since Infiniti unveiled it at the Geneva motor show earlier this year,” added Paul Hembery, Motorsport Director for Pirelli. “We simply had to get involved. ‘Project Black S’ is the ultimate expression of innovation and cutting-edge technology transfer, which is in our DNA, so we couldn’t let this opportunity go by. We are thrilled to be a part of it and to support Infiniti on this project.”

Does this mean a Project Black S-like Infiniti Q60 is destined for future production? Let’s say a dual-hybrid KERS motivated road car is more likely than the GT-R-powered Eau Rouge, which came too close to treading on Godzilla’s tracks. As it is, racing (and hopefully one day winning) on Sunday and selling on Monday is right up Infiniti’s alley, and no doubt Renault–Nissan would love to recoup some of the substantial F1 investment more directly than the global brand recognition it’s currently receiving. Only time will tell if a production version is imminent, but either way the Infiniti Q60 Project Black S is a concept car with a very interesting ongoing story.

For more, check out the gallery above, as well as the following video of its Geneva motor show introduction by Roland Krueger, President Infiniti Motor Company, and Jérôme Stoll, President Renault Sport Racing:

News & Reviews- Tag: sports coupe