If you don’t know about the all-new eighth-generation 2020 Porsche 911 yet, where have you been hiding? It was introduced at the Los Angeles Auto Show back in November of 2018, while the Cabriolet arrived…
The new base 2020 911 Carrera Cabriolet looks much the same as the Carrera S that was shown in January, which is a very good thing. (Photo: Porsche)
If you don’t know about the all-new eighth-generation 2020 Porsche 911 yet, where have you been hiding? It was introduced at the Los Angeles Auto Show back in November of 2018, while the Cabriolet arrived at Detroit’s North American International Auto Show in January. Those two cars we first saw seven and nine months ago, however, were mid-range Carrera S models, so it was high time Porsche released images and info about its base Carrera Coupe and Cabriolet.
The formidable S will soon arrive with 443 horsepower and 390 lb-ft of torque, resulting in 3.7 seconds from zero to 100km/h for the C2S and 3.6 seconds for the C4S, or 3.5 and 3.4 seconds respectively when the Sport Chrono Package is added, but take note that while the new base Carrera isn’t as intensely capable off the line it’s still a force to be reckoned with.
This 911 Carrera Coupe certainly doesn’t look like a “base” model. (Photo: Porsche)
The new 911 Carrera Coupe and Cabriolet share the same basic 3.0-litre horizontally opposed twin-turbocharged six-cylinder engine, but it features a different set of turbochargers for a more conservative yet still considerable 379 horsepower and 331 lb-ft of torque. Take note these new numbers add 9 horsepower over the outgoing 2019 model, resulting in standstill to 100km/h in just 4.2 seconds or 4.0 with its Sport Chrono Package, which is a big step up from the outgoing base Carrera that could only manage 4.6 or 4.2 seconds respectively.
In an unusual move, at least for Porsche, the new 911 Carrera will initially only be available with the brand’s new eight-speed dual-clutch PDK gearbox, which is up one gear from the outgoing automatic. This upgraded transmission was originally announced with the Carrera S that also won’t see its seven-speed manual arrive until later in the model year.
The Cabriolet’s stop top is larger in order to cover a more accommodating interior. (Photo: Porsche)
The new 2020 Carrera Coupe maxes out at 293 km/h (182 mph), which is identical to the outgoing 2019 model and slightly below the new 2020 Carrera S Coupe that tops out at 306 and 308 km/h (190 and 191 mph) with and without the Chrono Sport Package respectively. The Cabriolet, on the other hand, will be capable of a 291-km/h (181-mph) top speed, its ability to nearly keep up with the hardtop version due to magnesium surface elements dubbed “bows” integrated within the redesigned fabric roof’s structure that prevent “ballooning” at high speeds.
Incidentally, that soft top, which is now larger in order to snuggly fit over a more accommodating cabin, can open and close while driving at speeds of up to 50 km/h (30 mph), and takes just 12 seconds to fully perform this function due to revised hydraulics, a process that also powers an electrically extendable wind deflector to keep gusts of air from discomforting the driver and front passenger.
Get ready for a larger, roomier cabin with better technology and more luxury. (Photo: Porsche)
Below that well insulated top, the new 911 Carreras get a totally updated interior with a big 10.9-inch high-definition centre touchscreen, while new driving tech includes Porsche’s exclusive Wet Mode that allows for more control during inclement weather to improve safety.
While all features just noted are standard with the Carrera S, the new base model will receive a smaller set of uniquely designed 19-inch alloy wheels on 235/40 ZR performance tires in front as well as a larger set of 20-inch alloy rims wearing 295/35 ZR rubber at the back. What’s more, the regular Carrera’s 330-millimetre brake discs are also smaller than the Carrera S rotors, these pressed down on via black-painted four-piston monobloc fixed calipers, whereas the base model’s exhaust system features special individual tailpipe covers.
Porsche’s dual-clutch PDK automated transmission, which moves up from 7 to 8 forward speeds, is standard off the mark. (Photo: Porsche)
So far Transport Canada hasn’t provided fuel economy figures for the upcoming 2020 911 models, but Porsche is claiming that its new base Coupe and Cabriolet will be good for 9.0 and 9.2 L/100km city/highway combined respectively on the New European Driving Cycle (NEDC).
Fortunately Porsche has announced Canadian prices, with a significant increase over the outgoing model’s $104,000 base price to $111,000, while the Cabriolet’s entry price has increased from $118,100 to $125,600. Porsche is no doubt banking on the two new models’ many improvements justifying those $7,000 and $7,500 price increases, one of which is the standard PDK automatic (prices may be reduced when a manual arrives), but it will be interesting to see how more value-driven competitors, such as the new 526-horsepower mid-engine C8 Corvette, which will start here in Canada at just $69,998, will eat into 911 sales.
Nevertheless, the 2020 Porsche 911 Carrera Coupe and Cabriolet can be ordered now and will be delivered early next year, while all-wheel drive versions will be available soon. While you’re waiting to get yours, make sure to enjoy the complete photo gallery above and the lone video below:
The new 911 Carrera Coupé and 911 Carrera Cabriolet. (1:00):
Porsche celebrated its 70th birthday by launching a sensational rendition of its first ever car, the 356 ‘No. 1’ Roadster from 1948, which immediately sent the prognostication crowd into a flurry…
The new 911 Speedster combines classic design elements with sensational GT3 performance. (Photo: Porsche)
Porsche celebrated its 70th birthday by launching a sensational rendition of its first ever car, the 356 ‘No. 1’ Roadster from 1948, which immediately sent the prognostication crowd into a flurry of future production model forecasts about the brilliant new 2018 911 Speedster Concept. Fortunately those claiming its imminent reality were proven correct in a recent announcement, and this 2019 911 Speedster is the result, now available to order for $312,500.
To clarify, the new 911 Speedster is a 2019 model, meaning that it rides on the outgoing 991 version of the much-lauded GT3 Coupe, not the upcoming internally code-named 992, or 2020 911 that’s been in the news lately.
Like it? You’ll need a cool $312,500 plus a little luck to secure one of just 1,948 examples. (Photo: Porsche)
It’s safe to say the 1,948 fortunate buyers who will begin receiving their limited edition Speedsters later this year won’t care one iota about its rolling stock, because the 991 remains a particularly attractive variation on the 911 theme, and this new Speedster possibly the most stunning of all.
What’s more, the GT3 Coupe it’s based on won’t arrive in 992 guise for quite some time, and therefore the only way to get a 500 horsepower 4.0-litre six stuffed behind the rear axle, capable of a lofty 9,000 rpm redline and solid 346 lb-ft of torque, is to choose a current GT3 or opt for the immediately collectable Speedster, the latter actually good for a slight increase to 502 horsepower thanks to throttle bodies from the GT3 R race car.
The new Speedster makes for a distinctive profile. (Photo: Porsche)
This results in a 4.0-second sprint from standstill to 100km/h, which is only 0.1 seconds off the blisteringly quick GT3’s time, while its top speed is claimed to be 310 km/h, 10 km/h slower than the GT3.
Factor in that the Speedster only gets Porsche’s GT Sport six-speed manual transmission, also pulled from the GT3 and saving four kilograms when compared to the seven-speed manual found in regular 911 models, and that acceleration time is even more impressive (paddle-shift operated dual-clutch automated gearboxes are usually quicker).
Like the hood the Speedster’s double-humped “streamliners” and entire rear deck lid are made from carbon fibre, while the front and rear fascias are formed from polyurethane. (Photo: Porsche)
Along with the GT3 powertrain, which incidentally comes with dynamic engine mounts from the GT3, the Speedster also makes use of its agile race-spec chassis featuring a specially calibrated rear axle steering system, but that’s where the similarities end, with body alterations including lower cut front and side windows, two flying buttress-style “streamliners” formed from carbon fibre composite on the rear deck totally shielding the rear seats, a carbon fibre hood and front fenders, polyurethane front and rear fascias, and a lightweight manually operated cloth top.
The Heritage Package should be a popular option, because it looks fabulous. (Photo: Porsche)
Porsche was smart to gentrify this important feature for easier daily life, because the concept had a button-down tonneau cover that probably wouldn’t have gone over so well, while the Stuttgart company also removed the “X” markings on the headlights, which symbolized tape that was often used to stop potentially broken lenses from littering the racetrack with glass and puncturing tires; the deletion of the ‘50s-style gas cap found in the centre of the concept’s hood for quick refueling from overtop the tank; and a move to stock exterior mirror housings in place of the Talbot caps that were popular back when the 356 ruled the track. Classic 356 series enthusiasts can sigh a breath of relief that Porsche kept the gold-coloured “Speedster” lettering on the thick B-pillars and rear engine cover, however, but keep in mind you’ll only find them on an upgrade package (keep reading).
The Heritage package looks like a throwback in time from the rear. (Photo: Porsche)
Just in case you missed all the carbon fibre noted earlier, the Speedster is as much about lightening loads as it is about power. In fact, the Speedster doesn’t even have standard air conditioning or an audio system (these are optional), but with performance as its sole goal it hits the road with a standard set of stronger, lightweight carbon ceramic brakes, featuring yellow six-piston aluminum monobloc fixed calipers up front and four-piston aluminium monobloc fixed calipers in the rear, these chopping a considerable 50 percent of weight from the regular 911’s cast iron discs. Circling the brakes are centre-lock Satin Black-painted 20-inch rims on UHP (Ultra High Performance) rubber.
Those red pull tabs on the door replace a regular 911’s handles. (Photo: Porsche)
The 911 Speedster’s interior gets the lightening treatment too, with new door panels featuring storage nets and door pulls instead of handles, while the standard black leather upholstery can be enhanced with red contrast stitching on the instrument panel and “Speedster” embroidered headrest badges. This upgrade also gets red door pulls, as well as a GT Sport steering wheel topped off with a red centre marker at 12 o’clock. The cabin also boasts a carbon fibre shift knob and doorsill treadplates, these latter items further improved with “Speedster” model designations.
The Heritage gets a unique two-tone interior, and gold “Speedster” lettering on the B-pillars and rear deck lid. (Photo: Porsche)
The new 911 Speedster will can also be had with a Heritage Design Package, which looks much closer to the concept, as well as original 356 Speedsters from the 1950s. The package includes white front bumper and fender “arrows” over GT Silver Metallic exterior paint, plus the gold Speedster lettering noted earlier, and classic Porsche crests. Also, the racing-style number stickers on each side are optional, so if you don’t like them don’t worry, but if you do you can have Porsche customize them with your favourite number. Additionally, the Heritage cabin gets a few changes too, such as two-tone leather upholstery with an historic Porsche crest embroidered onto each headrest, while key trim pieces and the seatbacks come painted in body-colour.
If you’d like to add a Speedster to your collection, make sure to contact your local Porsche retailer quickly, and while you’re waiting for it to arrive, check out the duo of videos below:
The new Porsche 911 Speedster: First Driving Footage (1:13):
The new Porsche 911 Speedster: Highlight Film (2:10):
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60…
Infiniti has refreshed its 2019 Q50 and Q60 (shown) Red Sport 400 models with new more aggressive I-Line upgrades this month. (Photo: Infiniti)
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60 sports coupe.
Specifically, Infiniti is in the process of replacing the Q50 and Q60 Red Sport 400 models available last year and earlier this year with the new Q50 I-Line Red Sport 400 and Q60 I-Line Red Sport 400, which means that buyers spending the $7,700 needed to move up from the 300 horsepower Q50 3.0T Sport AWD, or $9,500 to do the same from the Q60 3.0T Sport AWD, to get into one of the 400 horsepower I-Line Red Sport 400 models, now get more visual bang for their buck.
Updated Q50 (shown) and Q60 I-Line Red Sport 400 models feature sportier glossy black 19-inch alloys. (Photo: Infiniti)
I-Line, which Infiniti says was derived from “Inspired Line,” blackens both models’ grille surrounds so that they more closely tie in with the glossy black fog lamp bezels and diffuser-style rear bumpers found on the outgoing Red Sport 400 cars, while the rear deck lid spoiler has been upgraded to high-gloss carbon fibre, and wheel wells are now filled with a special “custom imported” glossy black finish set of 19-inch alloys.
These changes make both I-Line Red Sport 400 models appear as if they have larger more imposing grilles, while the black alloys go further toward creating a more powerful, menacing look. The outgoing Red Sport 400 cars already featured glossy black rear deck lid spoilers, but replacing these composite lip spoilers with more sophisticated carbon fibre ones helps to elevate the two cars into BMW M and Mercedes-Benz AMG territory, befitting of performance models making 400 horsepower apiece.
Along with the gloss black trim used for the outgoing Red Sport 400 models, a new glossy black grille surround adds menacing presence. (Photo: Infiniti)
Behind all that thrust is a twin-turbocharged, direct-injection 3.0-litre V6 that also produces 350 lb-ft of maximum torque from just 1,600 rpm, which is connected to Infiniti’s “Intelligent” all-wheel drivetrain via an advanced in-house produced seven-speed automatic transmission featuring manual shift mode and downshift rev matching, the latter function rare in this segment.
“We are delighted to showcase the I-LINE editions which have been created with a vision to be further developed into an INFINITI Canada sub-brand,” says Adam Paterson, managing director of INFINITI Canada. “We are building on the Q50 and Q60’s award-winning engine and engineering excellence, to add even more eminent style.”
This carbon fibre rear deck lid spoiler adds a level of sophistication that befits a car producing 400 hp. (Photo: Infiniti)
Pricing for the 2019 Q50 I-Line Red Sport 400 sport sedan starts at $56,195, while the 2019 Q60 I-Line Red Sport 400 sports coupe can be had for $65,295. Both models, which are available across Canada this month, can be fully configured at CarCostCanada, with full pricing of trims, packages and individual options available, plus otherwise hard to find manufacturer rebate info and dealer invoice pricing that could save you thousands.
Also, take note that many Canadian Infiniti retailers will still have outgoing 2019 Q50 and Q60 Red Sport 400 models available, which they’ll probably be more than willing to sharpen their pencils on in order to make a deal.
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,…
Even in its most basic P300 trim, the Jaguar F-Type Convertible is gorgeous. (Photo: Trevor Hofmann, Canadian Auto Press)
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.
The F-Type is almost entirely constructed of lightweight aluminum, making for an ultra-rigid body structure. (Photo: Trevor Hofmann, Canadian Auto Press)
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.
These LED headlamps with LED signature lighting come standard. (Photo: Trevor Hofmann, Canadian Auto Press)
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.
Jaguar offers a variety of optional alloy wheels, with these 20-inch rims on sticky Pirelli rubber particularly impressive. (Photo: Trevor Hofmann, Canadian Auto Press)
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 triple-layer cloth roof provides excellent soundproofing, raises and lowers in just 12 seconds, and looks fabulous. (Photo: Trevor Hofmann, Canadian Auto Press)
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.
Of course the F-Type’s slender taillights are filled with LEDs. (Photo: Trevor Hofmann, Canadian Auto Press)
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.
Myriad colours are available for upholstery and stitching, but this classic red on black motif is hard to beat. (Photo: Karen Tuggay, Canadian Auto Press)
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.
The F-Type truly deserves the word “cockpit” when describing its driving environment. (Photo: Karen Tuggay, Canadian Auto Press)
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.
Full digital instrumentation can be nice, but these analogue dials suit a traditional sports car like the F-Type best. (Photo: Karen Tuggay, Canadian Auto Press)
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 multi-info display in the gauge cluster features a full list of useful functions. (Photo: Karen Tuggay, Canadian Auto Press)
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.
This sizeable 10-inch touchscreen now comes standard. (Photo: Karen Tuggay, Canadian Auto Press)
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.
This nicely decorated switch sets Dynamic sport mode. (Photo: Karen Tuggay, Canadian Auto Press)
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.
These are the comfortable and supportive performance seats that come with the $2,250 interior upgrade package. (Photo: Karen Tuggay, Canadian Auto Press)
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.
Toyota’s 86 hasn’t changed much since being refreshed for 2017 as part of its Scion FR-S transformation, but it hardly needs any modification. In fact, when its many diehard fans caught wind that…
Toyota’s 86 is still one of the best performance car value’s around. (Photo: Trevor Hofmann, Canadian Auto Press)
Toyota’s 86 hasn’t changed much since being refreshed for 2017 as part of its Scion FR-S transformation, but it hardly needs any modification. In fact, when its many diehard fans caught wind that it might be getting axed due to ever-slowing sales, the deafening outcry caused a U.S.-market Toyota spokesperson to declare that it’s here to stay for the foreseeable future.
“As [Toyota president] Akio Toyoda said at the reveal of the 2020 Supra, Toyota is committed to building exciting vehicles, including sports cars. The 86 has been in the Toyota family since 2013 and the plan is that it will continue to be a part of Toyota’s sports car line-up.”
The 86 still has beautiful lines, despite getting on in years. (Photo: Trevor Hofmann, Canadian Auto Press)
A quick look at sale numbers makes it easy to understand why many were in doubt of its future, with 2017 to 2018 calendar year-over-year deliveries down 40.2 percent in Canada, which was only outdone—to the negative—by Fiat’s 124 Spider that saw a decline of 52.7 percent, while the 86’ near identical Subaru BRZ saw its sales drop by 23.3 percent, but then again it didn’t have as far to fall. Those two models actually switched places for the first time at the close of 2018, with more Canadians choosing the BRZ than 86, the final tally being 604 for Subaru and 550 for Toyota. This last number might not seem like much when compared to the 1,825 FR-S coupes Scion sold in its first full year of 2013, but once again considering that it hasn’t changed all that much since it debuted just prior, and then factoring in that all car sales have taken a beating against the growth of crossover SUVs, the 86 is actually holding up quite well.
Toyota added these standard LED headlamps for its 2017 refresh. (Photo: Trevor Hofmann, Canadian Auto Press)
Incidentally, the entire front fascia was modified for 2017, and its nicely detailed LED headlamps added for a more sophisticated look. Another change saw the front fender vent elongated and the “86” insignia redesigned and placed lower on the side panel, while revised taillight lenses filled with LEDs modernized the seven-year-old model’s look.
The interior has always been pretty nice, but the 2013, 2014 and 2015 model year FR-S examples I drove never let me inside with proximity-sensing keyless access, started via pushbutton, kept me warm via dual-zone automatic climate control, skinned their seats in leather trimmed with microsuede, or covered their primary instrument hoods and passenger-side dash sections in padded and stitched microsuede like this 2019 86, while this new model boasts other improvements as well.
Make sure to return for our full road test review, but until then check the photo gallery above for loads of detailed images… (Photo: Trevor Hofmann, Canadian Auto Press)
Certainly there are some that petition Toyota for more power, but this lightweight 1,252-kilo (2,760-lb) rear-drive sports coupe makes the most of its 205 horsepower and 156 lb-ft of torque with one of the nimblest chassis’ in its price range.
Make sure to come back for our full road test review to be reminded of why sports car enthusiasts the world over keep the Toyota 86 close to their hearts, even if fewer are anteing up with $30k of their own to take one home. We’d certainly love to keep ours for as long as Toyota would let us.
If you feel like we do, check out CarCostCanada to learn about exact pricing for each trim, package and option, plus don’t forget to check if there are any rebates, and make sure to find out about the 86’s dealer invoice pricing that will help you get the best price when negotiating with your local Toyota dealer…
You’re looking at the only car in Ford’s lineup not scheduled for cancellation within the next two years. What a bizarre thought. Many correctly guessed that Lincoln’s MKZ and Continental would…
The Mustang, shown here in as-tested GT Premium Fastback guise, is what most muscle car fans deem as the ultimate pony car. (Photo: Karen Tuggay, Canadian Auto Press)
You’re looking at the only car in Ford’s lineup not scheduled for cancellation within the next two years. What a bizarre thought. Many correctly guessed that Lincoln’s MKZ and Continental would eventually get the axe, or for that matter Ford’s own C-Max (already gone) and Taurus, but eliminating blue-oval favourites like Focus and Fusion, not to mention Fiesta, is something few outside Ford’s inner circle would likely have considered. Yet here we are, and only time will tell whether this decision from Dearborn’s upper management is shortsighted or eventually revered as sage-like wisdom.
Of course, I’m happy they chose to save the Mustang amid such blue-oval carnage, but don’t think I missed the irony of it being the sole car in Ford’s lineup not to wear a blue-oval badge. In fact, there’s no mention of the automaker at all, from the galloping stallion within the front grille and “5.0” engine designation on the front fenders, to the big “GT” model insignia taking centre stage at the rear, you’d be hard pressed to know its parentage if the car weren’t so legendarily Ford.
Only ’60s-era Mustangs and possibly some of the early ’70s models look better than this newest generation. (Photo: Karen Tuggay, Canadian Auto Press)
Likewise inside, where the same airborne steed crests the steering wheel hub, and in my particular example “RECARO” takes claim to the sculpted front sport seats, there’s no sign of the brand behind this iconic symbol of American ingenuity.
The Mustang was the first pony car after all, and continues to lead its rivals by a wide margin in prestige and sales. In fact, it doesn’t just lead its small contingent of pony car challengers (pun intended), but out muscles every other sports up the sales chart car as well.
The GT Fastback is one hot looking ride, especially in $550 Triple Yellow paint. (Photo: Karen Tuggay, Canadian Auto Press)
Of course, sales leadership is nothing new for Ford, with its boldly branded F-Series pickups dominating the light truck market, its Edge and Explorer collectively controlling the mid-size crossover SUV category, its Expedition outselling everything else in the large SUV segment, its Transit on top of the commercial van industry, and its Escape consistently amongst the top three compact crossover SUVs. If you’re shaking your head in disbelief, you owe it to yourself to drive one of the above, as each is worthy of its success.
Likewise, if you haven’t taken a Mustang for a spin in a while, you’re in for an even greater treat. And I didn’t mean spin a Mustang literally, being that 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.
LED headlamps now come standard across the line. (Photo: Karen Tuggay, Canadian Auto Press)
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 old car’s 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.
It was and still is the most hooked up Mustang in history, something I previously claimed in a 2015 Mustang GT Premium Convertible review, not to mention subsequent road tests of a 2016 Mustang Ecoboost Fastback, 2016 Mustang GT Convertible, and a 2017 Mustang GT Convertible, and something I attest to again with this 2018 Mustang GT Premium Fastback.
These 19-inch low-gloss ebony black-painted alloys are included in the $3,700 GT Performance Package.(Photo: Karen Tuggay, Canadian Auto Press)
Take note the 2018 model saw 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 2019 Premium Fastback guise, while this GT, priced from $47,288, and the base Mustang, which starts at just $28,988, come with a six-speed manual gearbox.
And by the way, I sourced all of my pricing at CarCostCanada, where you’ll find detailed trim, package and option pricing, as well as info on available rebates and otherwise hard to get dealer invoice pricing that could save you thousands.
Love these classic hood vents. (Photo: Karen Tuggay, Canadian Auto Press)
Other 2018 updates include a meaner looking new grille that melds ideally with a more aggressive hood design, while stylish LED headlights are now standard across the entire Mustang lineup. Additionally, new LED taillights provide a fresh take on the Mustang’s classic triple vertical lens design, while these are underscored with a new bumper and lower fascia.
A number of changes improve the Mustang’s interior too, highlighted by upgraded materials quality including contrast-stitched leather-like soft-touch synthetics used for most of the dash top, each side of the centre console and much of its top surfacing, plus the door uppers, inserts and armrests, engine turned-style medium-grey metallic inlays across the entire instrument panel, some really upscale satin-metal detailing brightening key points throughout the cabin, and a new fully digital TFT primary gauge cluster.
Here’s a car that actually needs the downforce created by its sizeable rear wing. (Photo: Karen Tuggay, Canadian Auto Press)
The high-resolution display is plenty colourful, especially on the left dial where the temperature gauge shows a light blue for cool, aqua blue/green hue for medium and red for too hot. The same aqua gets used to highlight the area just below the tachometer needle, while just to the right an orange line represents the highest engine rev point from your most recent acceleration run (mine boasting 7,200) just ahead of all the red markings noting the engine’s no-go zone. The centre area houses a multi-information display that’s filled with functions.
New LED taillights provide a fresh take on the Mustang’s classic triple vertical lens design. (Photo: Karen Tuggay, Canadian Auto Press)
Ford places a sweet looking set of analogue meters on top of the centre stack for oil pressure and vacuum (in turbocharged trims it gets substituted for a boost gauge), the latter useless unless you’re mechanically inclined, but cool looking for sure.
Just below is Ford’s Sync 3 touchscreen interface, which remains one of the better infotainment systems within the mainstream volume sector despite others catching up, complete with a clear rearview camera featuring dynamic guidelines, accurate navigation with detailed mapping, climate settings, apps and much more, while you can adjust the dual-zone automatic HVAC system’s climate settings from analogue switchgear just below too, or perform other functions from a slick row of aluminized toggles just underneath. It all melds retro and modern nicely, while all of the buttons, knobs and switches fit together well and are properly damped for a quality feel.
The GT’s rear diffuser is stuffed full of rumbling chrome-tipped tailpipes. (Photo: Karen Tuggay, Canadian Auto Press)
The Recaro-sourced front seats noted earlier are sensational, with excellent support in all the right places. When combined with the tilt and telescopic steering column I was able to adjust everything for near perfect comfort and control, which is critically important in a car that can go a quickly as this GT. I was actually surprised the rear seats had enough room for smaller sized adults, because most 2+2 sports cars don’t. Likewise the trunk is a decent size for a sports coupe, and includes 50/50 split-folding rear seatbacks for stowing longer cargo.
Practicality is one of the reasons the Mustang sells so well, however, drool-worthy styling aside, most ante up to this GT for its performance benefits. Certainly the previously noted base four-cylinder turbo is plenty quick for its low entry price, with 310 horsepower and 320 lb-ft of torque on tap, the GT’s 460 horsepower and 420 lb-ft of torque is hard to argue against, nor is the soul-soothing gurgle emanating from its twin tailpipes.
Ford is finally producing a Mustang interior refined enough to woo away performance buyers from premium brands. (Photo: Karen Tuggay, Canadian Auto Press)
Does it make sense to buy a car just for the sound of its exhaust? If so, the Mustang GT is probably your best choice this side of an Aston Martin Vanquish S. Of course, along with its delectable sounds the GT provides insanely fun straight-line acceleration, superb high-speed stability and sensational handling. It locks into its lane like no previous pony car, Mustangs feeling a lot lighter and nimbler than their competitive stable mates that comparatively seem to overdose on muscle with less finesse, which is the key reason I’d opt for a GT over one of its rivals. This choice is personal for sure, so I can appreciate why someone might choose a Challenger or Camaro, but sales numbers speak for themselves, and I believe the Mustang keeps winning the pony car popularity contest for good reason.
This GT Premium comes with lots of upscale door trim. (Photo: Karen Tuggay, Canadian Auto Press)
Still, it’s not perfect. Remember that row of aluminized toggle switches on the centre stack? The rightmost one swaps driving modes from a Normal mode that defaults automatically, to Sport Plus mode that merely takes a flick of the toggle upward. One more toggle up chooses Track mode, while another is optimized for the Drag Strip, or in other words it removes all traction and stability controls. Flick the toggle upwards again and you’ll access a mode for Snow/Wet conditions, before it all goes back to Normal, and you can start all over again as desired.
While modern and new, the Mustang’s instrument panel pulls design cues from the model’s earliest offerings. (Photo: Karen Tuggay, Canadian Auto Press)
Sounds good so far, right? While seemingly smart on paper, in application this setup is anything but. The problem lies in execution, with Ford having chosen to only allow the system to toggle upwards. This means you’ll need to flick through all of the performance modes that remove traction and stability control when trying to optimize the driveline for slippery conditions. Crazy huh? What would happen if you were having some fun at high speeds in Sport Plus mode when coursing through a winding riverside road at lower elevations and then, when the road started to climb and snow appeared on the pavement, you needed to access Snow/Wet mode, forcing you to pass through Track and Drag Strip modes along the way? That might actually be quite dangerous. All Ford needs to do to remedy this is provide downward movement to the toggle, which would let you go from Sport Plus to Normal and then Snow/Wet mode in two easy steps. Seems like a simple enough idea to me.
Ford has created a Mustang cockpit ideally set up for comfort and control. (Photo: Karen Tuggay, Canadian Auto Press)
Now, regarding Dearborn’s shortsighted or sage-like decision over its car lineup. I think we can all agree that the Mustang should stay, and not just because it’s legendary, iconic, brilliantly fun to drive, fabulous to look at, and so on. As mentioned a moment ago, similar accolades will be claimed by fans of the Mustang’s key competitors, which could be reason enough to keep the Challenger and Camaro in the respective fleets of Dodge and Chevrolet, but as usual truth lies in those just noted sales numbers along with the long-term viability of the various plants that produce them.
A new fully digital TFT gauge cluster provides a modern look and loads of functions. (Photo: Karen Tuggay, Canadian Auto Press)
At the close of Q3 2018, year-to-date U.S. sales of this trio registered 61,619 units for the Mustang, 52,313 for the Challenger, and 39,828 for the Camaro, while Mustang deliveries in Canada were actually stronger per capita at 7,298 units, and Camaro beat out the Challenger north of the 49th with 2,320 units compared to just 1,966.
While Canadian pony car sales don’t look too bad compared to U.S. numbers, YTD Q3 2018 Mustang sales are actually down 4.6 percent compared to the same nine months of last year, whereas Camaro deliveries have dropped by 8.0 percent and the Challenger has lost a whopping 32.0 percent of year-over-year sales. Comparing calendar year 2017 sales numbers to modern-day highs forces us back to 2005 for the Mustang when it found 10,045 new buyers in Canada, which is a 16.9 percent drop compared to 2017’s 8,348-unit tally, while comparing Camaro’s high of 4,113 units in 2010 and 2,952-unit 2017 total reveals a popularity pullback of 28.2 percent. Interestingly, 2017’s total of 3,422 units is the newest Challenger’s all-time high, which would be a good sign if it weren’t for sales south of the border.
The centre stack is well laid out and filled with features. (Photo: Karen Tuggay, Canadian Auto Press)
Ford sold 166,530 Mustangs in 2006 (still a far cry from the 607,568 they built in 1966), which makes its 81,866 total in 2017 seem paltry by comparison and represents a 50.8-percent pummeling over the past dozen years, while Chevy’s 88,249-unit Camaro tally in 2011 shows a less drastic fall of 23.0 percent thanks to 67,940 deliveries last year. When it comes to percentages the Challenger looks best, with its 66,365-unit all-time high merely 2.7 percent healthier than its 2017 number of 64,537.
Ford places a sweet looking set of analogue meters on top of the centre stack for oil pressure and vacuum. (Photo: Karen Tuggay, Canadian Auto Press)
Whether or not a pony car lives or dies in today’s SUV-crazed market might actually come down to where it’s built. The Mustang gets a pass thanks to its Flat Rock, Michigan assembly, a plant that will become even more available when the aforementioned Continental goes the way of the dodo in 2020. That Ford is planning to replace the Conti’s spot on the line in 2021 with an autonomous EV should mean there will be plenty of room for the Mustang to flourish well into the future, being that EVs are microscopically small sellers at best, but who really knows what the future will truly bring.
Ask for the $2,000 401A package to get navigation, digital gauges and a lot more. (Photo: Karen Tuggay, Canadian Auto Press)
As for the Camaro, its Lansing Grand River Assembly plant appears to be on shaky ground due to sharing space with two discontinued Cadillacs, the ATS and CTS, so who knows where Chevy will build it if they retool the plant for new SUVs as is being suggested, or shutter it completely as some in the rumour mill are touting. The Challenger may be in even worse shape, mind you, being that it suffers from two challenges, sharing space and underpinnings with the Chrysler 300 that most expect will be cancelled (although a recent upsurge in sales might change FCA’s mind), and being built here in Canada where very real tariff issues and trade uncertainties are causing automakers to rethink their production strategies. No doubt even Ford hopes these two muscle car competitors survive, as competition is critical in the pony car paddock.
Switchgear quality is very good. (Photo: Karen Tuggay, Canadian Auto Press)
With such business out of the way, all that’s left to do is hightail it down to your Ford dealer in order to snap up one of the last few 2018 Mustangs left or one of the new 2019s. Being that you’ll probably find more of the latter, don’t expect to see my tester’s Triple Yellow paint, a $550 option that’s no longer on the 2019 menu. It’s not the only colour nixed from the new model year, with Lightning Blue having made way for Velocity Blue, and beautiful $450 Royal Crimson substituted for loud and proud Need for Green, a no-cost option.
These Recaro seats are superb. (Photo: Karen Tuggay, Canadian Auto Press)
You can add various stripes if you want, and “upgrade” the transmission to the aforementioned 10-speed auto for either year, but take note the GT’s six-speed manual is rev-matching capable for 2019, so you’ll sound like a pro when swapping cogs. I should also mention the GT’s variable active exhaust is now available with the 2.3-litre Ecoboost four, while California Special and Bullitt trim packages add style and substance, the latter available in special Highland Green paint, just like Steve McQueen’s original.
The rear seats are quite roomy for a sports coupe. (Photo: Karen Tuggay, Canadian Auto Press)
I won’t go into detail about all of the higher-end performance trims for either model year, but suffice to say the sky’s almost the limit when it comes to upgrading your future Mustang, so study up and ask lots of questions when visiting your local dealer. Trust me when I say that this pony car can dramatically change its persona from trim to trim, so you’ll want to figure out which version is best for you before deciding. Have fun making up your mind.
