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After doing an exhaustive preview of the 2021 G80 M3 Sedan and G82 M4 Coupe that introduced the brand’s polarizing new bucktooth grille design, which BMW quickly followed up by revealing their near…

New Car Reviews

2020 BMW 440i Coupe and Cabriolet Road Test

After doing an exhaustive preview of the 2021 G80 M3 Sedan and G82 M4 Coupe that introduced the brand’s polarizing new bucktooth grille design, which BMW quickly followed up by revealing their near equally maligned regular 4 Series G22, G23 and G26 Coupe, Cabriolet and Gran Coupe five-door liftback, I thought it would be fitting to say so-long to the lovely 2013-2020 F32, F33 and F36 Coupe, Cabriolet and Gran Coupe 4 Series trio that most BMW fans have now grown even fonder of.

Unfortunately, I didn’t have a 2020 Gran Coupe available for this review, so instead I’ll point you back to a 2015 BMW 428i xDrive I previously reviewed, and on that note the two cars featured in this road test are actually 2019 models that fell between the cracks, so allow me some creative license as these two were not fundamentally changed from model years 2019 to 2020, and reviewing them now allows the opportunity to point out where aesthetic updates and trim modifications were made.

2020 BMW 440i Cabriolet — The Coupe and this Cabriolet take on different personas, the hard-top being sportier and the drop-top oh-so classy.

This last point is fairly easy, with the only changes made from 2019 to 2020 being colour options, the Coupe losing Glacier Silver and Melbourne Red metallics and thus reducing its exterior colour count to two standard solid shades and three metallic options. The same seven interior motifs are available, and there are no changes with its myriad option packages. The Cabriolet loses its alternative black mirror caps in base trim (at least from the factory) and drops the same two hues as the Coupe, but adds a new metallic called Sunset Orange, while swapping Tanzanite Blue for Tanzanite Blue II. Lastly, the Gran Coupe eliminates Glacier Silver too (it didn’t have Melbourne Red), while adding Aventurine Red II Metallic, plus it trades the same two Tanzanite hues while swapping Frozen Silver for Frozen Dark Grey. And that’s it.

My two testers were painted in $895 optional Glacier Silver and Estoril Blue metallics, by the way, the latter getting plenty of looks with the top down thanks to beautifully contrasting Ivory White leather clad interior. It’s hard to believe that BMW no longer offers three of its sportiest models in Germany’s official racing livery, but the brand was never part of the silver arrows era anyway, its chosen colour in motorsport always being white with mostly blue accents. It nevertheless looks good in classic silver, especially with the blackened trim and wheels.

Both testers were near fully loaded, being 440i powered and xDrive controlled. Base 4 Series models come with the 430i powerplant, which denotes BMW’s 2.0-litre turbo-four with 248 horsepower and 258 lb-ft of torque, resulting in lively performance albeit par for the course in this class, whereas 440i models receive the automaker’s turbocharged 3.0-litre inline-six good for a much more spirited 326 horsepower and 332 lb-ft of torque. The only model available without all-wheel drive is the 440i Coupe, but a quick glance at the back of my tester reveals the BMW’s “xDrive” emblem, which meant mine was not one of these rare rear-drive beasts.

Much to my chagrin, BMW didn’t include its wonderful six-speed manual in either car, although it is (was) available in the 440i Coupe (only). Was? Yes, this time of year you’ll need to take whatever you can get, meaning snap up a rear- or all-wheel drive 440i Coupe with a manual if you can find one, because there are obviously no more factory orders for this now updated car, and only M4s will offer manuals hereafter.

Alas, BMW has abandoned both the manual transmission and silver, no less at a time when we should all be considering investing in precious metals. What could be next? I’ll point you to my exhaustive overview of the new M3 and M4 for some of those details, at which point you’ll clearly appreciate that the German brand’s twin-kidney grille remains at large for 2021, or rather larger than life, which, I reiterate, is a good reason any available 2020 models will be hot commodities right about now. Let’s face it, while BMW deserves kudos for bravery, its significant stretch from conservatism hasn’t been universally praised to say the least.

I, for one, happen to love these two cars’ styling, and might even appreciate the outgoing Gran Coupe more. They’re all elegantly balanced designs with classic BMW cues as well as more visual muscle than any predecessors, plus they combine the most impressively crafted interiors, highest levels of technology, and best overall performance offered in any non-M-branded compact BMW ahead of the new 2021 models.

The 440i’s cabin is at a level of quality and refinement above most everything in this class. Along with the expected soft-touch synthetic surfaces normally found in this segment, BMW covered the entire dash-top and door uppers of the Cabriolet in rich, high-quality French-stitched leather, while the door panels received gorgeous white diamond-pattern leather inserts. The Coupe was less opulently attired, preferring a sportier black on black interior with a regular pliable composite dash and a tighter diamond pattern for its leather door inserts. Either way, both 4 Series doors wore premium soft-touch surfaces right to their very bottoms.

Both cars’ seats were exquisitely detailed in perforated hides, the Coupe’s even sporting contrasting light grey piping and stitching, whereas the Cabriolet’s creamy leather was sewn together with black thread. Plenty of satin-finished aluminum and piano black lacquered trim highlighted key areas in both models, while the instrument panel, lower console and doors were enhanced with a tasteful array of glossy dark hardwood in the Cabriolet and ideally suited patterned aluminum inlays for the Coupe. The switchgear in both cabins was once again of the highest quality, BMW cutting zero corners in this respect.

Moving up to 2021 4 Series models will allow for a fully digital primary gauge cluster, which for some will be a worthwhile expense, and while I’ve enjoyed playing around with such devices from other brands, I’d have no issue staying put with the outgoing 4’s mostly analogue dials. They’re classic BMW kit after all, with a small full-colour, high resolution multi-information display at centre, but all infotainment features, such as navigation mapping, audio details, phone queries, car setup functions, parking camera, etcetera are best done from the widescreen display atop the centre stack.

Again, there are more advanced infotainment systems in the industry, particularly in the new 4 Series, but this setup is easy on the eyes, fully featured and responds to inputs more than fast enough. I like BMW’s tile layout that allows finger swiping from function to function or modulation from the console-mounted rotating iDrive controller and surround quick-access buttons. This is well sorted and should be easy for anyone to learn how to use, given some time and practice.

Tooling around town is a wholly different experience depending on which model you purchase. The 440i Cab made for a wonderful winter reprieve, almost causing me to feel as if summer was back and the good times of evening drinks on patio bistros were around the corner. Yes, that thought might seem masochistic to contemplate amid our current health crisis, but personal luxury cars like this 4 Series Coupe and Convertible are ideal for getting away from all the madness, whether during your daily commute or on a weekend retreat. The well-insulated retractable hard-top made it feel coupe-like as well, and it takes barely a moment to lower, plus can be done while on the move.

Getting off the line and ahead of packed traffic is no issue when the “440i” emblem is stamped on the rear deck lid, each car’s ability to shoot forward from standstill smile inducing to say the least. Then again, the 430i Coupe doesn’t give up much forward momentum, scooting from zero to 100 km/h in just 5.8 seconds compared to the all-wheel drive Coupe’s 4.9 and rear-drive version’s 5.1 seconds. Yes, four-wheel traction matters more than the extra 39 kilos of curb weight, but mass does cut into the 200-kilogram heavier Cabriolet’s performance with less energetic times of 6.4 and 5.4 seconds for the 430i and 440i variants respectively. The Gran Coupe merely adds 0.1 seconds to each all-wheel drive Coupe sprint, resulting in 5.9 and 5.0 seconds from 430i to 440i. All 4 Series models are limited to a 210-km/h (130-mph) top speed.

Likewise, I could feel the Cabriolet’s heft in the corners, but not so much that it became unwieldy. In fact, if I had never driven the Coupe before I’d be wholly satisfied, as its handling is wonderfully predictable and oh-so capable when coursing through serpentine stretches at high speeds. The Coupe is just that much better, its lighter curb weight and stiffer body structure providing a more playful attitude that seems to always want to please.

This side of an M4, the only way to make the 440i Coupe better would’ve been the six-speed manual, but the eight-speed auto was impressive as far as commuter transmissions go, shifting quickly in its sportiest mode, when the steering wheel-mounted paddles came into play, yet smooth all the time.

Likewise, both cars’ suspensions soaked up road imperfections well, and never unsettled my forward trajectory, even when pushing hard over some poorly paved sections of curving backroad. They were a pleasure to drive around town too, their comfortable seats, both featuring extendable lower cushions, wonderfully supportive.

The Cabriolet is about as practical as this class gets in back, which isn’t all that much, but the Coupe offers room enough for two adults and the Gran Coupe more so. The same goes for cargo space that ranges from 220 litres in the Cab to 445 litres in either hard-top car, while all cars get a 40/20/40 split-folding rear seat with a particularly wide and accommodating centre pass-through.

Now that I’m being pragmatic, fuel economy is actually quite good in all of the 4 Series models, the best being the base 430i Coupe and Grand Coupe that share a 10.2 L/100km city, 7.2 highway and 8.8 combined rating, whereas the 430i Cab is good for a claimed 10.6 city, 7.3 highway and 9.1 combined. The thriftiest six-cylinder 4 Series is the rear-drive automatic 440i Coupe at 11.2 L/100km in the city, 7.3 on the highway and 9.4 combined, followed by the both the 440i xDrive auto Coupe and Gran Coupe with ratings of 11.4 city, 7.6 highway and 9.7 combined. The 440i Cab achieves a respective 11.8, 7.9 and 10.0, and lastly the two manually-driven Coupes come in at 12.8, 8.8 and 11.0 for the rear-drive model and 13.0, 8.5 and 11.0 for the xDrive version. All require pricier premium fuel, but that’s par for the course with German luxury vehicles.

Now that I’ve lulled you to sleep, I should wake you up by mentioning that BMW is currently offering up to $10,500 in additional incentives for 2020 4 Series models, one of the most aggressive discounts I’ve ever seen offered by any manufacturer on any car, so you might want to head over to the CarCostCanada 2020 BMW 4 Series Canada Prices page to learn more. You can build each model right down to their 20-plus options and aforementioned colours, plus you can learn about any manufacturer leasing and financing deals, available rebates and dealer invoice pricing that will give you a major edge when negotiating your deal. Find out how the CarCostCanada system works, and make sure to download their free app so you can have all of this critical info with you when you’re at the dealership.

I can’t look into the future to guess whether or not the new 2021 4 Series models will eventually be accepted by pre-owned BMW buyers in order to predict their future resale values, because it really will take some time for fans of the brand to make up their collective minds. I don’t even want to think too far ahead regarding my own future tastes, but I can say for sure this most recent 4 Series design has weathered the test of time well. I see it as a future classic, and would be more inclined to pick one of these sure bets up instead of risking my investment on its unorthodox replacement. All I can say is, get one while you can.

Story and photos by Trevor Hofmann

When an automaker creates a sports car as immediately classic as the now legendary 240Z, it’s often all downhill from there. It’s like the band that has a top-10 hit on their first album, and never…

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Nissan’s latest concept is the Z car we want

2020 Nissan Z Proto Concept — The new Nissan Z Proto concept combines design cues from past and present into an all-new form.

When an automaker creates a sports car as immediately classic as the now legendary 240Z, it’s often all downhill from there. It’s like the band that has a top-10 hit on their first album, and never achieves the same level of musical genius again. Could the next Z be the one that finally outdoes the original?

Sometimes we forget that Nissan (then Datsun in North America) had already experienced relative success with another great sports car before the 240Z arrived in 1969. In fact, the 1965–1970 1600 roadster (and predecessors), named Fairlady in Japan and raced in SRL 2000 form by actor Paul Newman at the very beginning of his motorsport career, was the 240Z’s (Fairlady Z’s) predecessor despite looking nothing like it. Where the 1600 roadster looked and performed similarly to British and Italian sports cars of the era such as the MGB, Triumph TR4/TR5, Alfa Romeo Duetto/Spider and Fiat Spider, the 240Z left every other entry-level competitor in the visual and literal dust, and became an instant hit because of it.

1969 Nissan (Datsun) 240Z — The now legendary Nissan (Datsun) 240Z was introduced to the world in 1969.

The Zs that followed gained displacement to overcome pollution equipment and therefore weren’t quite as appealing, while the 280ZX added luxury and weight, a scenario that continued to play out with the 300ZX, although the second-generation 300ZX was absolutely gorgeous and extremely powerful for the era, and is therefore considered by many as the best Z since the 240. This said the 350Z was lauded for styling and performance when it arrived, while the 370Z added more luxury and weight, and has kind of worn out its welcome after 12 years on the market. This brings us to the here and now, with hopes that the yellow beast before us all is a thinly disguised seventh-gen Z.

The Z Proto, as it’s called, appears more than just a concept. The name Proto is short for prototype after all, which outside of sports car racing circles means a near production ready concept designed to test the waters before a full introduction. Nissan has a history of near-production concepts, which bodes well for this car becoming the new 400Z, as netizen pundits are calling it.

Nissan has been teasing the next-gen Z for quite a while, first with a teaser video showing the car in silhouette a few months ago. This caused quite the stir, with many expecting a production-ready car to appear, but alas we only have a concept, albeit a nicely fleshed out one at that. The Z Proto looks like it could easily be a production model, from its graceful lines that pay greater respect to the original than any Z since the ‘70s, to its fully formed interior that continues forward with many of the key design elements that have always been part of Nissan’s much-loved super coupe.

From the front, the Z Proto immediately reminds of the early 240, 260 and 280 Z cars, particularly the blocky, rectangular grille that seems to pay tribute to a popular mod of the era which saw owners removing the thin chromed front bumper (this practice became even more popular amongst 280Z owners due to its larger safety regulated front bumper), but also shares similar sizing to the current 370Z’s frontal opening. Just the same, this has been the new Proto Z’s most criticized design element, with some thinking it’s just too big and square.

The Proto’s elegantly formed hood plays off early Zs too, but with a much wider domed centre section that begins farther rearward after a more pronounced crease down the middle. The ovoid headlights are entirely new, however, sharing some circular symmetry with the first Z, particularly the daytime running lights that are supposed to represent the circular reflection of the transparent headlamp fairings used on Japanese-domestic-market (JDM) models (and aftermarket upgraded North American cars). Their flush glass-covered sealed beam look is more in-line with the fourth-generation Z32, mind you, which incidentally housed the Z’s first Xenon HIDs as part of its 1998 makeover, but the new concept uses LED technology.

The Z Proto’s roofline, rear quarters and hatch, on the other hand, pull cues from a variety of eras, albeit mostly from the ‘70s due to moving most of its visual weight to the rear, which sees nicely upswept quarter windows as well as pillars with integrated “Z” logos, paying direct homage to first-generation models. This said, the rear lighting elements and back panel garner more influence from both the refreshed 1987-1989 Z31 and all Z32 300ZX models thanks to their large, horizontal taillight treatments, while the entire car is a major departure from both 350Z and 370Z models, necessary to provide a fresh approach to such an outdated model.

For those wanting a return to what arguably made the original 240Z a great car to drive, its superb power to weight ratio, the Z Proto’s five-inch longer body won’t be good news unless Nissan constructs it from lightweight metals and composites. Doing so, of course, would drive the price up substantially, which means we’re only likely to see the same types of high-strength steels and alloys used in the platform-sharing Infiniti Q60’s body structure, with any exotic materials allocated to the much pricier GT-R.

The new Z Proto measures 4,381 mm (172.5 in) long, 1,849 mm (72.8 in) wide, incidentally, which is exactly the same width as the Q60, plus it’s 1,310 mm (51.6 in) tall. We can expect a production version to use at least as much aluminum for its body panels as the current 370Z, which gets a lightweight hood, door skins and hatch. Aluminum suspension components will make the grade too, the current Z already using an aluminum-alloy front subframe, engine cradle, and forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly.

Within that just-noted engine cradle will be Nissan’s impressive twin-turbo 3.0-litre VR30DDTT engine, an advanced power unit that delivers superb performance and much better fuel economy than the 3.7-litre V6 currently in use. It comes in two states of tune in the Q60, including 300 and 400 horsepower variants, with most pundits expecting a 400Z nameplate to accompany the most potent version. This said it would be an unusual move to limit the upcoming Z to just the top-line engine, as a 300Z’s lower price point would allow for many more sales, while a potential 300ZX could denote available all-wheel drive, currently standard in Canada in the Q60, while provide an ideal marketing connection to the aforementioned historical Z models. A six-speed manual is shown in the concept, nothing new here, while it’s possible the new Z will debut more forward gears for the automatic, which currently houses seven.

As has mostly been the case through the decades, the new Z Proto’s interior is heavily influenced by first-gen Z cars, albeit with modern-day refinement and technology that far surpass today’s model. A key giveaway includes the sport steering wheel with its classic circular centre pad endowed with a “Z” logo instead of Nissan’s usual crest, but fans will appreciate the trio of driver-canted ancillary gauges atop the centre dash even more. Along with the usual oil pressure and voltmeter dials, the Z Proto replaces the current model’s digital clock with a boost gauge, a nod to the twin-turbo V6 housed just ahead.

The digital gauge cluster and large high-definition infotainment touchscreen are the most notable improvements over all predecessors, the former necessary for respect in this segment, and allowing for much more driver usability due to the ability to incorporate sophisticated performance readouts, while the latter should come equipped with all the usual modern amenities including Android Auto and Apple CarPlay smartphone integration, a big, clear backup camera with the possible option of a 360-degree overhead bird’s-eye view, and more.

The three rotating dials used for the heating and ventilation system strangely don’t appear to provide dual-zone capability, but it is automatic so this version is at least up to par with the current car.

Speaking of the current car, the Z Proto’s side-window defog vents on the outside corners of the dash, and its uniquely shaped door handles with integrated air vents, appear directly pulled from today’s Z, a strange choice if the brand wants to wholly differentiate the upcoming model from the one it replaces.

The seats look fabulous, but such can be said for the current model’s top-tier Recaros too, all of which help to make the new Z Proto appear like a production model in waiting. Then again Nissan is calling it a “development study vehicle,” so we shouldn’t get our hopes up too high, even though the 2001 Z Concept ended up looking a lot like the 2003 350Z. Reports claim the production vehicle has been signed off and development is well under way, but so far we haven’t been given a launch timeline. Considering today’s Z is now the oldest generation of any model sold in Canada, they may want to get a move on.

On that note, the 2020 Nissan 370Z is available with up to $1,000 in additional incentives. Find out about this and other info at CarCostCanada, where you can learn about manufacturer rebates, leasing and financing deals, and dealer invoice pricing that could save you thousands. See how the CarCostCanada system works, and remember to download the free CarCostCanada app from the Apple Store or Google Play Store.

Also, make sure to check out our full photo gallery above and the three available Z Proto videos below:

Unleash the #PowerOfZ (2:18):

Hear the Z Proto roar (0:33):

Get ready for the Nissan Z Proto (0:29):

Hold on. Subaru’s BRZ now outsells the Scion FR-S… er… the Toyota 86 by 2.5-to-one? What’s going on? Toyota has the stronger brand, right? Boy was I wrong. I was sure that rebadging Scion’s…

New Car Reviews

2019 Toyota 86 GT Road Test

Hold on. Subaru’s BRZ now outsells the Scion FR-S… er… the Toyota 86 by 2.5-to-one? What’s going on? Toyota has the stronger brand, right?

Boy was I wrong. I was sure that rebadging Scion’s sports car with Toyota’s much better-known logo would cause some sort of uptick in popularity, but its sales decline has been brutal over the past couple of years. In fact, since the car first became available in 2012, which began with a level of excitement from performance and tuning car enthusiasts that I hadn’t seen for a very long time and resulted in 1,470 Canadian deliveries in its first seven months, its sales have steadily dropped from a bullish 1,825 units in 2013, to 1,559 in 2014, 1,329 in 2015, 988 in 2016, 919 in 2017, and 550 in 2018, while as of November 2019 Toyota has only sold 250 units, representing a 53.3-percent drop over the same 11 months last year. Adding insult to injury, Subaru’s aforementioned BRZ, which only started edging out the 86 last year, is now sitting at 625 deliveries after 8.1 percent growth so far this year.

The BRZ’s recent upsurge should be an important indicator when analyzing the 86’ fall from grace. The fact is, not all sports cars are experiencing a downturn, but instead some, such as the BRZ and Mazda’s venerable MX-5, which has sold 767 examples so far this year for a 26.99-percent bump in popularity, are showing there’s renewed interest in the entry-level sports car segment, as long as its ardent customer base gets what they want.

Truth be told, Toyota’s 86 hasn’t changed much since it was refreshed for 2017 as part of its Scion FR-S transformation, and while part of me believes it doesn’t need much if any modifications, the numbers don’t lie. Truly, despite a U.S.-market Toyota spokesperson declaring last year that the 86 is here to stay for the foreseeable future, its current numbers should have the model’s handful of diehard fans feeling uncomfortable.

But the quoted numbers are just for Canada, right? What about the U.S.? Sales are certainly brighter south of the 49th where they’d need about 2,500 deliveries to match Canada’s output per capita. Year-to-date Toyota’s U.S. division has seen 86 sales grow by 3.9 percent to 3,122 units, which while hardly worthy of streamers, party horns and other New Year’s noise makers, at least beat Subaru at the very same game by trouncing U.S.-spec BRZ sales by 70.5 percent due to that model’s 36.8-percent plunge to 2,203 units. How did the MX-5 “Miata” do in the States? Not well at 7,314 units, a 13.5-percent drop, but at least none of them are the Fiat 124 Spider that’s only sold 687 units as of November 2019, a 32.7-percent downward spiral from a position that some might say was already well underwater (or six feet under?). Such results make Fiat Canada’s 204-unit 124 Spider sales look awesome per capita despite a 25.8-percent hit (U.S. deliveries should be about 2,000 units by comparison), and really Fiat shouldn’t feel so bad when comparing its current 124 Spider success to the 86.

There’s kind of good news on the horizon for Toyota’s most affordable sports car, however, and no I’m not talking about any increase in straight-line performance, an improvement most have been calling for since the model’s inception, but rather a much-needed upgrade to its infotainment system arriving for the upcoming 2020 model year. As it is, the 2019 Toyota 86 GT you’re looking at on this page appears identical to the one I tested in 2017, other than this car’s coat Raven Black paint and the 2017 model’s now discontinued burnt orange-like Hot Lava.

Toyota redesigned the entire front fascia for 2017, with those changes continuing into 2019 as well. Attractively detailed standard LED headlamps were part of the upgrade, and still provide a more sophisticated appearance, while the elongated front fender vents and redesigned “86” insignia, now positioned lower on the side panel, were at least different, as were the revised taillight lenses updated with brighter LEDs.

The cabin has always been pretty decent, but the earlier FR-S examples I drove never let me inside with proximity-sensing keyless access, nor did they start with a pushbutton, keep me warm via dual-zone automatic climate control, skinned their seats in leather trimmed with suede-like Alcantara, or covered their primary instrument hoods and passenger-side dash sections in padded and stitched microsuede like this 2019 86 does, but I must say the infotainment update promised for 2020 will be welcome.

Back in 2017, the current 6.1-inch centre touchscreen stopped paying tribute to Pioneer by upgrade its graphics to an attractive blue on black patterned background with cyan links, plus adding Toyota branding. It continues to look pretty good, but doesn’t come off as advanced as the automaker’s new Entune system, because it clearly isn’t. Other than the usual radio functions it allows for USB integration, plus it connects wirelessly via Bluetooth for talking on the phone and streaming audio, but believe it or not it doesn’t project the backup camera’s image. Instead, it blocks half of the rearview mirror’s usefulness with a tiny image that’s hardly useful at night in the rain, seeming more like a way for Toyota to satisfy regulators that now demand rearview cameras, than improve safety. I was therefore shocked to learn that the completely new 7.0-inch centre touchscreen in the 2020 86, which positively includes Apple CarPlay and Android Auto, doesn’t include the rearview camera. This means you’ll still be squinting at the mirror when backing up, which simply isn’t good enough.

This said, with North American sales numbers as poor as they are, should we expect any more investment in the 2020 86? Then again, are those numbers as bad as they are because Toyota hasn’t invested enough in this car? Even hindsight can’t help us answer this question, but one thing is certain, the 86 remains one of the most enjoyable cars in its class to hustle down a winding mountainside road.

I specified “down” because its Subaru-sourced 2.0-litre horizontally opposed “boxer” four-cylinder engine continues to make just 205 horsepower and 156 lb-ft of torque, which while pretty good for most cars that weigh in at just 1,252 kilos (2,760 lbs), isn’t as formidable as many of its peers. Those numbers were bumped up five points each for 2017, which was an improvement, but 2.5 and 3.3 percent upgrades respectively didn’t answered the ongoing call for more performance requested by the very same customers buying it.

Of note, only six-speed manual (6M) equipped cars received the increased power, which came together with a reworked rear differential designed for quicker launches from standstill. Cars like my previous 2017 tester that utilize Toyota’s paddle-shift actuated six-speed automatic (6A), which incorporates a downshift rev-matching system dubbed “Dynamic Rev Management,” continued forward with the unmodified powertrain, but at least Toyota added hill start assist.

I have to admit to not minding the autobox as much as I expected, as it’s a decent transmission and a lot easier to live with around town, but this is a rear-wheel drive sports car folks, not merely a sporty looking front-drive coupe based on a compact commuter sedan, so if this were my personal ride I’d only own it with a manual gearbox.

Modulating the clutch and letting the revs climb right up to 7,000 rpm for maximum power is the best way to get the most out of the engine’s available power, whether taking off in a straight line or exiting a corner, and on that last note the 86 continues to be one of the nimblest chassis’ available in its price range.

It gets MacPherson gas struts up front and double wishbones in back, plus if you ante up from this GT trim line to the top-tier manual-only SE, SACHS performance dampers are included, while the already strong four-wheel discs get upgraded to Brembos and usual standard 215/45R17 summers grow to 215/40R18 Michelin Pilot Sport 4 performance tires, although my tester included Bridgestone Blizzak winters that really made it easy to slide the back end out; no bad thing.

The 2019 86 comes in base, GT and just-noted SE trims, by the way, some base model highlights not yet mentioned including a limited slip differential, auto on/off LED headlamps, heated power-adjustable side mirrors, remote keyless entry, a tilt and telescopic leather-wrapped multifunction three-spoke sport steering wheel, a leather-clad shift knob and handbrake lever, aluminum sport pedals, a trip computer/multi-info display, cruise control, variable intermittent wipers, single-zone automatic climate control, eight-speaker AM/FM audio with aux and USB inputs plus an Automatic Sound Levelizer (ASL), Bluetooth phone and streaming audio, a six-way manually adjustable driver’s seat, power windows with auto up/down all-round, dual vanity mirrors, all the usual active and passive safety equipment, and more for only $29,990 plus freight and fees.

The automatic transmission will set you back $1,200, this being the same price whether choosing a base 86 or opting for $33,260 as-tested GT trim. Of note, the GT wasn’t available when I last reviewed the 86 in 2017, with most of its features part of a Special Edition that now shares its more performance-oriented upgrades with the new SE, or TRD Special Edition. Before getting into that top-line model, GT trim provides the proximity-sensing access and pushbutton start/stop, dual-zone auto HVAC, and fancier leather/microsuede upholstery and trim mentioned earlier, those front seats also including warmers as part of this upgrade, while additional GT features include LED fog lamps, a rear spoiler with black-painted accents, a 4.2-inch TFT multi-information display with vehicle performance data, and a theft deterrent system.

Lastly, the $38,220 TRD (Toyota Racing Development) Special Edition, which once again can only be had with the manual transmission, adds a TRD aero kit, TRD performance dual exhaust, black side mirror housings, special cloth sport seats with red accents, red seatbelts, and red interior stitching to the upgraded wheel and tire package plus the suspension tweaks mentioned earlier.

Speaking of trims, packages and pricing, those interested in a 2019 86 can access up to $2,000 in additional incentives by visiting the 2019 Toyota 86 Canada Prices page at CarCostCanada, or if the new infotainment system in the 2020 model seems like the better bet, check out CarCostCanada’s 2020 Toyota 86 Canada Prices page, which will tell you how to access factory leasing and financing rates from 3.49 percent, plus other manufacturer rebate information and dealer invoice pricing that could save you thousands.

The 2020 model replaces the TRD Special Edition with a new Hakone Edition, by the way, which comes painted in unique Hakone Green and rides on 17-inch bronze-coloured alloys, while the name “pays tribute to one of the greatest driving roads in the world,” says Toyota, but so far the only way to find out about it is to visit Toyota’s U.S. retail website (where I sourced this info) as the automaker’s Canadian site has no info about the 2020 86 (again, go to CarCostCanada for 2020 86 pricing, trims, etcetera).

I’ve mentioned a number of 86 competitors already, but the one that probably comes closest to matching Toyota’s sports coupe in layout is Nissan’s 370Z Coupe, and you might be surprised to learn it retails for only $30,498 in its most basic trim, and with that solves the 86’ most criticized performance issue with a 350 horsepower base 3.7-litre V6. Its tech will take you a dozen years back in time, however, so get ready to be deflated if you want hook your smartphone up to Apple CarPlay or Android Auto, or even stream a podcast via Bluetooth (the base model will only let you take calls that way), but the orange liquid crystal displays provide a cool ‘80s retro digital Seiko look if you’re into that sort of thing, and it’s hard to argue against all that straight-line power.

Before you run down to your local Nissan store and snap up a new Z, consider that it weighs 260 kilograms (573 lbs) more and feels like it, the Nissan doesn’t come with a rear bench seat so two (small) folks will need to stay home, and the 370Z’s fuel economy is nowhere near as efficient as the 86, Toyota achieving a claimed 9.9 L/100km in the city, 7.3 on the highway and 8.7 combined with the manual or 11.3 city, 8.3 highway 9.9 highway with its automatic, and Nissan only managing 12.6 city, 9.3 highway and 11.1 combined with the Z’s six-speed manual or 13.3, 9.3 and 11.5 respectively for its seven-speed auto.

Of course, most of us don’t base the purchase of a future sports car on its fuel-efficiency, but this day and age it’s certainly a bonus, while anyone with kids will appreciate those rear seats. I wouldn’t go so far as to call Toyota’s 86 practical, but it’s easier to live with than many of its two-seat competitors and its one-piece rear seatback even folds down to expand on a reasonably sized 196-litre (6.9 cubic-foot) trunk to boot. Add to that good expected reliability and the 86 is a good choice for anyone wanting a daily driver with much better performance than most anything else available under $30k.

Porsche has been criticized, possibly unfairly, for not allowing its entry-level models to measure up to the mighty 911 in decades past, pointing to the now 50-year-old 1969-1976 mid-engine 914 (a collaborative…

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Porsche reveals new 2020 718 Spyder and 718 Cayman GT4

The 2020 718 Cayman GT4 is Porsche’s most powerful entry-level sports car yet, boasting a 4.0-litre H-6 that makes 414-hp. (Photo: Porsche)

Porsche has been criticized, possibly unfairly, for not allowing its entry-level models to measure up to the mighty 911 in decades past, pointing to the now 50-year-old 1969-1976 mid-engine 914 (a collaborative effort with VW) and 1976–1988 front-engine 924 (this time jointly developed with VW/Audi) as blemishes in its storied history, but naysayers haven’t been anywhere near as loud since the Boxster and Cayman arrived.

This said, some have knocked the brand’s new lineup of horizontally opposed four-cylinder turbocharged powerplants found in the fourth-generation 718 series, yet while their barks haven’t been quite as ferocious as the six-cylinder 911’s growl, their bite has certainly silenced said critics, especially when tuned to S and GTS levels.

The Cayman and Boxster were ideal performers from onset due to their relatively light curb weights and inherently well-balanced mid-engine designs, and every new iteration becomes even more capable of high-speed road and track performance no matter the trim.

2020 Porsche 718 Spyder — The new 2020 718 Spyder might look like a Boxster, but along with unique styling details and 414-hp, it’s one seriously potent supercar killer. (Photo: Porsche)

Like with the previous generation, the many more fans of the latest 718 Boxster and Cayman will also be pleased to learn that 2020 models will receive their most potent production trims yet, now even capable of outpacing plenty of 911 models.

To give you some background info, the 718 Cayman, which is currently available from $63,700, can be had in base 300-horsepower Cayman trim that’s good for a zero to 100km/h sprint of only 5.1 seconds, or alternatively 4.9 seconds with its paddle shift-actuated automatic PDK double-clutch transmission, or a scant 4.7 seconds with the PDK and an available Sport Chrono Package, while it can optimally reach a top speed of 275 km/h. Additional Cayman trims include the $78,600 350-horsepower S, which can scamper from standstill to 100km/h in just 4.6, 4.4 and 4.2 seconds respectively, plus is capable of achieving a top speed of 285 km/h, and finally the $92,600 365-horsepower GTS that can run from zero to 100km/h in 4.6, 4.3 and 4.1 seconds respectively, plus can hit a 290-km/h track speed.

2020 Porsche 718 Cayman GT4 — The new Cayman GT4’s large fixed wing is 20-percent more aerodynamically efficient than its predecessor. (Photo: Porsche)

For 2020, the just-noted 718 Cayman triple-threat is once again joined by the top-tier GT4, a previous version having initially been introduced in 2015 for the 2016 model year. The new GT4 replaces the aforementioned lesser trims’ 2.0- and 2.5-litre turbocharged H-4 engines with a downgraded albeit still brilliantly formidable version of the 911 GT3’s naturally-aspirated 4.0-litre H-6, which produces a stellar 414 horsepower and 309 lb-ft of torque, resulting in a 29-horsepower advantage over its GT4 predecessor thanks in part to a stratospheric 8,000-rpm redline, while it’s mated to a six-speed manual gearbox just like the 911 GT3, all resulting in sprint time from standstill to 100km/h of 4.4 seconds, as well as a best-ever top speed of 304 km/h.

The 718 Spyder, which also updates a previous 2016 model, shares all of the Cayman GT4’s mechanical upgrades (and is therefore 39 hp more powerful than the previous Spyder) resulting in an identical 4.4-second sprint from standstill to 100km/h, albeit a slightly slower 301-km/h top speed, but unlike the coupe this roadster is a standalone model that doesn’t use the Boxster name despite being formed from its basic architecture; the Boxster notably available in all the same trims as the 718 Cayman, albeit starting at $66,100 due to its convertible top.

Additionally, the two cars’ six-speed manual transmissions include a downshift rev-matching “Auto Blip” function that automatically syncs a given gear to engine-speed when dropping a cog, a feature Porsche intelligently allows drivers to individually activate or deactivate by pressing a button, while both models incorporate completely new exclusively designed sport exhaust systems that work their way around complex rear aero upgrades while underscoring the “exciting flat-six sound of the engine,” said Porsche in a press release.

With respect to styling, some of the new 718 Spyder’s key visuals look as if they were inspired by the 918 Spyder, as well as the recently introduced 2019 911 Speedster, the now legendary supercar helping to influence its lower front fascia and similar albeit much more pronounced double-bubble buttress-like rear deck lid, and the limited edition 911 inspiring the 718 Spyder’s sportier GT-style frontal treatment and double-humped rear deck “streamliners”, plus the new model’s horizontal black hood vent, “Spyder” lettering on the blunt B-pillars instead of “Speedster”, a similarly shaped auto-deploying rear spoiler, and an aerodynamically-engineered rear diffuser.

The 718 Cayman GT4 carries forward some similar styling and aero treatments to its 2016 forebear, including an aggressively shaped front fascia, a black hood vent of its own, a massive fixed rear wing, a wind-harnessing rear diffuser, and a special alloy wheel design, all created to minimize weight while maximizing downforce, with Porsche even painting both GT4 launch cars in what appears to be an identical yellow, just like they once again used white for the new 718 Spyder launch model.

Focusing back on aerodynamics, all of the 718 Cayman GT4 exterior upgrades combine for a 50-percent increase in downforce, yet no negative impact on drag. Most of this aero effect can be attributed to its new diffuser and rear wing, the latter item producing 20-percent more aero-efficiency than the previous wing. On the GT4’s other end, a big front lip spoiler is bookended by a set of air curtains, which help to channel air around each front wheel.

As for the new 718 Spyder’s aerodynamics, its active rear wing automatically powers upward at 120 km/h, although unlike the regular 718 Boxster’s cloth roof, the Spyder’s gets no electrified assistance at all, but rather needs manual attention to remove and stow under the rear deck lid. When put back in place, Porsche claims the roof effectively manages high speeds, providing protection from wind, rain and other outside elements.

As you might expect, Porsche has provided a high-performance lightweight chassis equal to both cars’ aero and engine performance, having turned to the brand’s extensive motorsport experience to get the balance just right. To this end the rear axle was specifically designed for new Spyder and GT4 application, although the front axle was pulled from the race-bred 2018 911 GT3.

Additionally, Porsche Active Suspension Management (PASM) was added as standard equipment, as was a 30-millimetre reduction in ride height when sidled up beside regular 718 Boxster and 718 Cayman models, which provides a lower centre of gravity and therefore aids handling, but keep in mind that both new models let owners manually adjust camber, toe, ride height and anti-roll bar settings.

The revered 911 GT3 noted a moment ago contributed its braking system to the new top-tier 718s as well, including their larger-diameter 380-mm cast iron discs and fixed aluminum calipers, while Spyder and GT4 buyers can also upgrade to Porsche’s 50-percent lighter ceramic composite brakes if desired, these boasting 410-mm rotors in front and 390-mm discs at back. Also, the two cars’ ABS, electronic stability (ESC) and traction (TC) control systems are specifically tuned to enhance performance, while typical of the German brand’s GT models, ESC and TC can be switched off in a two-stage process.

Other upgrades include a standard mechanical limited-slip differential with Porsche Torque Vectoring (PTV), and unique sets of 20-inch alloys encircled by 245/35ZR20 front and 295/30ZR20 rear UHP tires.

Although the various performance upgrades mentioned don’t necessarily make the 718 Spyder or its 718 Cayman GT4 sibling quicker from a standing start than GTS versions of their Boxster or Cayman counterparts, they’re both more capable on the track and therefore should perform better on the road as well. Notably, the new 718 Cayman GT4 can lap the Nürburgring Nordschleife “more than ten seconds faster than its predecessor,” stated Porsche.

Adding to the two new models’ overall goodness is an improved interior that features a new GT Sport steering wheel measuring 360 mm across and sporting a yellow top centre marker stripe in GT4 trim. What’s more, both new cars get a shift lever that’s 20 mm shorter than on regular 718 models, which provides a “more direct and crisp feel” during gear changes. Additionally, new Sport Seats Plus come standard, featuring bigger side bolsters to improve lateral support, and suede-like Alcantara centres to aid grip. Alcantara is also added to the lower section of the dash, the shift knob and skirt, as well as the previously noted steering wheel’s rim.

Some additional cabin accents include body-colour trim elements for the 718 Spyder and brushed aluminum detailing for the 718 Cayman GT4, while Porsche has no shortage of optional décor upgrades like usual. You can also choose a set of full bucket seats or the 18-way powered Adaptive Sport Seats Plus package, but you won’t need to pay more for air conditioning or the latest Porsche Communication Management (PCM) system featuring Sound Package Plus. This said, navigation and Porsche Connect with Apple CarPlay are on the options menu.

Also of interest, the 718 Spyder can be ordered with a Spyder Classic Interior Package including two-tone Bordeaux Red and Black leather, extended Alcantara upholstery, GT silver metallic interior accents, and best of all a two-tone black and red cloth top, the latter especially “reminiscent of historic Porsche racing cars,” said Porsche. Instead, you can order either model with red, silver, or yellow contrast stitching.

No matter how you want to dress one of these cars up, expect Canada’s allotment to be spoken for soon as they’re already available to order, with pricing starting at $110,500 for the 718 Spyder and $113,800 for the 718 Cayman GT, and while you’re waiting for your personal ride to arrive, be sure to check out our comprehensive photo gallery above (we’ve got all the images and pictographs that Porsche provided), while take a look below for all four videos available at the time of publishing:

The new Porsche 718 Spyder. Perfectly irrational. (1:03):

The new Porsche 718 Spyder. Product highlights. (2:25):

The new Porsche 718 Cayman GT4. Product highlights. (2:13):

The new Porsche 718 GT4. Perfectly irrational. (1:01):

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…

New Car Reviews

2018 Ford Mustang GT Premium Fastback Road Test

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.

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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Twilight was causing headlamps and taillights to illuminate as I was driving home the other day, which is often a dazzling spectacle of white and red LEDs in my neighbourhood of premium and exotic machinery.…

New Car Reviews

2018 Infiniti Q60 3.0T Luxe AWD Road Test

Twilight was causing headlamps and taillights to illuminate as I was driving home the other day, which is often a dazzling spectacle of white and red LEDs in my neighbourhood of premium and exotic machinery. Driving up to a stoplight and one set of particularly elegant rear lamps caught my attention, followed by a captivating silhouette. My eyes immediately locked in, because I wasn’t sure what I was looking at. All I knew was that it was gorgeous. Then I laughed when I realized I was looking at the current generation Infiniti Q60, a car that I’ve spent weeks with at a time on many occasion.

To be completely honest, I’m more than a bit jaded when it comes to cars. This job allows me to park some pretty impressive hardware in my driveway, and like I said a moment ago, every manner of BMW, Mercedes, Audi, Jaguar, Land Rover, Lexus and the list goes on crowd the highways and byways of my well-to-do city, not to mention more Ferraris, Lamborghinis, Maseratis and McLarens, plus Bentleys and Rollers than those living anywhere outside of Beverly Hills or Dubai will ever get the chance to see. So factor that in when considering an Infiniti pulled my eyeballs. This is one stunning looking car, no matter the angle.

Another reason it caused me to look is rarity. The Q60 does pretty well compared to a Lexus RC, which it more than doubled in sales last year, but it’s not as strong a seller as say an Audi A5, a BMW 4 Series, or a Mercedes-Benz C-Class Coupe. Both the 4 and A5 more than tripled the Q60’s deliveries last year, and as Q3 2018 closed BMW had sold more than four times as many 4s and Audi had moved more than five times as many A5s, the new segment leader (although we can’t say for sure how many C-Class Coupes get sold each month as Mercedes lumps their sales numbers together with C-Class Sedans). And just in case you’re feeling sorry for Infiniti, consider BMW sold more than 12 times as many 4s and Audi more than 15 times as many A5s, while Infiniti found three times as many Q60 buyers. Ouch!

While slower sales might be a negative to a company’s balance sheet, it’s not necessarily a bad thing for premium buyers who want exclusivity. Let’s face it. In Canada’s better neighbourhoods the luxury wares from the big German brands are ubiquitous, causing their owners to spend umpteen thousands more for bespoke paint, fancy wraps, carbon fibre add-ons and expensive wheels, so therefore the opportunity to get into a car as stunningly beautiful as the 2018 Infiniti Q60 for just $46,295, or this 3.0T Luxe AWD that starts at $53,295, is rare indeed (see all of the 2018 Q60’s trims and pricing at CarCostCanada, plus save on your purchase by researching possible rebates and receiving dealer invoice pricing).

The base model just mentioned is the 2.0T Pure, a trim line and engine that will disappear on the Canadian market for 2019. If you can still find one and don’t care as much about forward thrust as beauty (because the car still looks as nice) its 208 horsepower Mercedes-sourced 2.0-litre turbocharged four-cylinder engine is plenty fuel-efficient, but most Q60 buyers opt for Infiniti’s own 3.0-litre turbocharged V6 that makes a much more formidable 300 horsepower and 295 lb-ft of torque, which I have to say is more than adequate, as long as you don’t try the Q60 Red Sport 400 with its same number of horses and 350 lb-ft of ready and willing torque.

That’s a car I’ve previously covered and hope to again soon, but its $61,295 price point might be a bit dear for some, hence the $55,295 Q60 3.0T Sport just below and the Q60 3.0T Luxe I spent a week with. Before I delve into Infiniti’s value proposition, which is always a key reason to consider the Japanese luxury brand, let’s talk driving dynamics.

First off, it’s an easy car to drive around town and on the open highway, as one might expect by looking at its classy chrome detailed exterior and luxuriously appointed leather, hardwood and bright metal lined interior. The ride is firm yet comfortable, its standard 19-inch machine-finished alloys on 255/40 all-season run-flats not helping the former, but its double-wishbone front and multi-link rear suspension making sure of the latter. Infiniti has tuned the spring rates, dampers and stabilizer bars for a competent mix of compliant performance, and while not quite as capable as the Dynamic Digital Suspension included with the Q60’s two top-tier Sport trims, its agility around corners shouldn’t leave anyone wishing for too much more.

Speaking of more, Infiniti offers the Q60 with the complexity of four different steering systems depending on engine, trim and your willingness to pay. The base model I mentioned earlier comes with a vehicle-speed-sensitive hydraulic electronic power steering setup, while the car I tested features standard electronic power steering, yet is offered with Infiniti’s exclusive Direct Adaptive Steering, which replaces mechanical linkages with electronic switches and servo motors to save weight and further enhance the driving experience. Lastly, those two just noted Sport trims can be had with the optional direct steering system or come standard with a more performance-oriented fast ratio electronic power steering setup.

As with the suspension, I never felt any lack of response when pushing the Q60 hard through corners, something I did as often as opportunity allowed. Instead, all that was needed was a little tap on the sizeable 12.6-inch front and 12.1-inch rear discs to load up the front tires and the wonderfully tuned chassis took care of the rest. Infiniti includes standard Active Trace Control that actually enhances cornering feel by modulates braking and engine torque, and I’ve long been a fan of the brand’s rear-biased Intelligent all-wheel drive that sends all available twist to the wheels in back until tire slippage transfers up to 50 percent of torque forward to the front wheels.

Rear tire slippage can happen when getting hard on the go pedal, although you won’t notice any such torque transferring going on behind the scenes. All you’ll feel is immediate response from throttle input, its torque strongest between 1,600 and 5,200 rpm, which considering its aforementioned 295 lb-ft of twist is a nice broad spectrum that allows what seems like relentlessly quick acceleration.

It feels especially potent when Infiniti’s Drive Mode selector is switched to Sport mode. It was quick enough in the default Standard setting, while Snow, Eco and Personal modes are also included, but Sport is best for lickety quick shifts from the wonderfully engaging seven-speed automatic that snaps to attention at takeoff or alternatively quickly drops down through the gears to find the ideal cog for passing manoeuvres. Shift intervals are nice and crisp, but to be fair this isn’t the sportiest transmission in this class, yet it’s certainly one of the best for simultaneously providing quick responses and ultra-smooth operation.

Truly, Infiniti has really done a wonderful job with this gearbox, while along with its quick reacting performance comes Downshift Rev Matching (DRM) that makes you look and sound like a pro as the engine automatically blips to ideally match a chosen gear; a driver-adaptive learning algorithm that senses your driving style and then adjusts its shifting accordingly; Adaptive Shift Control (ASC) that gets upgraded with navigation system synchronization in Luxe trim and above, which adds GPS mapping data to the usual sensor-based system in order to automatically select shift points when the transmission is left to its own devices in Drive, selecting the best possible gear depending on uphill, downhill or curving road conditions; plus dual automatic transmission fluid coolers to keep it running smoothly and reliably.

I only wish steering wheel-mounted paddles were included with V6-powered cars, and not only with the aforementioned Sport trims. This more pampering Luxe trimmed example is certainly sporty enough to warrant paddle shifters, and I for one would feel a bit put off if I paid $50k-plus for a performance coupe and wasn’t able to enjoy the hands-on control that paddles provide.

That Eco mode mentioned earlier is a pet peeve of mine, and not because it strangely still doesn’t include an auto start/stop function. While it seems to work pretty well for saving fuel, it incorporates one of my most disliked features of any car made anywhere. The Active Eco Pedal pushes back on your right foot when attempting to apply more throttle than it feels is necessary to maximize fuel economy, and I loathe this so much that I purposely won’t use Eco mode. Of note, I often use Eco mode with Infiniti’s competitors, as I like saving fuel when driving in the city, but I find the Active Eco Pedal so disturbingly intrusive that I’d rather pay more for less driving interference. Go ahead and search for it online and you’ll quickly see my distaste for this device isn’t unique, and I’m willing to be the sooner Infiniti gets rid of it the faster people will want to purchase its cars. On the positive, this version doesn’t push back as aggressively as early versions, but it still feels as if you’re pushing down on a block of wood instead of a nicely progressive gas pedal.

Speaking of economy, the new 3.0-litre V6 is much more fuel-efficient than the previous 3.7-litre version, with my weeklong non-Active Eco Pedal usage measuring a combined 11.7 L/100km from mostly city and some highway driving, which comes fairly close to matching the claimed Transport Canada rating of 12.3 city, 8.6 highway and 10.7 combined. The soon-to-be-discontinued four-cylinder gets a thriftier 11.2 city, 8.5 highway and 10.0 combined rating, by the way, which really isn’t all that much better than the V6, while the brilliantly quick 400 horsepower Red Sport version is good for an estimated 12.5 city, 9.2 highway and 11.0 combined, which once again isn’t much of a penalty for its superb performance capability.

I’ll refrain from deep diving into every last feature and option available to Q60 buyers this time around, mostly because this review is coming out towards the end of the 2018 model’s availability and the 2019 will see plenty of changes to trims and feature sets as noted earlier, but suffice to say this current model year and the next one offer premium buyers loads of value. For example, a shortlist of standard features found on the base Pure model include such niceties as full LED headlamps, proximity keyless access, pushbutton ignition, signed aluminum treadplates, genuine aluminum interior inlays, dual-zone auto HVAC, Infiniti InTouch dual display infotainment with an 8.0-inch top monitor and 7.0-inch lower touchscreen, a reverse camera, voice recognition, text message capability, satellite radio, a powered moonroof, eight-way powered front seats with power lumbar support, rear parking sensors, Scratch Shield self-healing paint, plus all the usual active and passive safety features.

Along with the more powerful engine, my 3.0T Luxe tester added remote start, auto-dimming side mirrors, a heatable power tilt and telescopic steering wheel, heatable front seats, memory for the steering wheel, seats, and side mirrors, soft perforated semi-aniline premium leather upholstery, accurate navigation with lane guidance and 3D building graphics, the navigation-synchronized adaptive shift control I mentioned earlier, real-time traffic info via SiriusXM Traffic, superb sounding 13-speaker Bose Centerpoint surround audio, a garage door opener, powered front seat torso bolsters, and more.

Infiniti added $750 worth of Majestic White Pearl paint, plus the $5,200 ProAssist-ProActive package that includes rain-sensing wipers, auto-leveling front headlamps with adaptive cornering, front parking sensors, an Around View Monitor (AVM) with Moving Object Detection (MOD), Predictive Forward Collision Warning (PFCW), Forward Emergency Braking with Pedestrian Detection (PFEB), Blind-Spot Warning (BSW), and Back Collision Intervention (BCI) with Rear Cross Traffic Alert (CTA), which proved to be a useful collection of advanced driver assistance features that worked well without being overly sensitive.

All of this advanced equipment comes in an interior that’s beautifully finished with high-quality materials. Its dash-top is all soft touch synthetic, and stitched together with contrasting thread. Infiniti provides the same impressive treatment across the entire instrument panel, all the way down to the lower console where it turns into an even softer padded leather wrap. This even includes the glove box lid. Likewise, the door panels are finished in this comfortable leather-like material from top to just under the armrests, with contrast stitching throughout—only the lower door panels are finished in a harder plastic, which unfortunately is all too common in this class.

Infiniti enhanced the leather with a rich looking, substantive feeling dark grey hardwood, plus lots of attractive satin-finish aluminum. It’s all tastefully put together for a classy result, while some of its switchgear is edged in knurled metal for extra grip and a ritzier look. Even nicer, the previously noted Bose stereo includes gorgeous drilled aluminum speaker grates on the front doors. Yes, it’s easy to fall in love with the Q60 interior.

I’d like to see more graphical information within the gauge cluster’s multi-information display, or better yet a fully configurable TFT gauge package, but nothing like this is on offer yet. Instead, you get a simpler colour display between two analogue dials ahead of the driver, plus the aforementioned dual display infotainment system that provides more digital acreage than the majority of competitors. The top display is controlled by a rotating knob on the lower console, and the bottom display is a regular touchscreen, and while it all looks impressive initially, the latter lacks the ability to use tap, swipe and pinch gesture controls for the map, forcing you to execute such functions on the rotating dial. The latter function works reasonable well, it’s certainly not as intuitive as a regular touchscreen, which most of us are used to due to our smartphones and tablets.

The perforated leather driver’s seat was wonderfully comfortable, and offered good lateral support made better via powered torso bolsters. This said I’d rather they included four-way powered lumbar support instead, but at least the fore and aft design came very close to pushing in at the ideal spot on the small of my back. Also on the positive, Q60 ergonomics fits my body like a glove. Its powered steering column has plenty of reach, while the seat is as adjustable as I could ever need, thus optimizing my driving position for total control and comfort. As I said over and over again in my reviews, this isn’t always the case due to my unique long-legged, short torso body type.

Rear seating space is tight of course, which is par for the course in the personal coupe category, especially amongst compact D-segment models. This said I had about four inches in front of my knees when the driver’s seat was set for my five-foot-eight medium-build frame, plus ample room for my feet and about an inch above my head to the window glass. I had reasonable side-to-side room as well, measuring about three inches from my outside shoulder and four inches from the hips, while Infiniti does not provide a centre armrest in back, but a centre console includes a shallow tray and equally shallow cupholders. The seatbacks are fairly comfortable, but I wouldn’t want to sit in the back over a long haul.

Now that I’m kind of complaining, I’m still not a fan of foot-operated parking brakes, mostly because they get in the way. Then again with the Q60 it’s not as much of a problem because no manual gearbox is offered.

It would be silly to complain about the Q60’s small 246-litre (8.7 cubic-foot) trunk, because most personal coupes don’t offer a lot when it comes to cargo carrying capacity. Fortunately it’s nicely finished with carpeting all the way around, plus Infiniti filled the empty spare tire hole with a handy tool kit holder. The rear seat folds forward, but take note there’s no split at all, which limits cargo/passenger flexibility.

Perfect it’s not, but factor in all you get with the 2018 Q60, from its potent and efficient powertrains to its gorgeous styling and ultra-rich cabin, not to mention its impressive load of standard features and optional kit, and it’s a lot of personal luxury coupe for a very reasonable price range. On looks alone I could recommend it, but it’s so much more than just a pretty face. If you want a truly special sports coupe that you won’t see coming around every other corner, I recommend you pay special attention to the Infiniti Q60.

Normally when a premium brand changes its model-naming scheme from creatively written monikers to alphanumeric drivel (like Mazda, Acura, Cadillac, and Lincoln did years ago—the latter brand just starting…

In Our Garage

2017 Porsche 718 Cayman

Normally when a premium brand changes its model-naming scheme from creatively written monikers to alphanumeric drivel (like Mazda, Acura, Cadillac, and Lincoln did years ago—the latter brand just starting to embrace its past again with the Continental) I’m not in favour, but Porsche got a smiling thumbs up from yours truly when introducing 718 as the new model prefix for the 2017 Boxster and Cayman.

You see, Porsche has long used a mix of numbers, letters and words in its naming process, sometimes only referring to numbers like the original 356, the 901 that followed, the 911, 912, 914, 924, 928, 944, 959, 968, and so forth. These three-digit number sets were actually internal codes, with those noted being the most common way for the masses to refer to each model as well. Others, like the Boxster (codes 986, 987 and 981) and Cayman (codes 987 and 981) siblings, plus the Carrera GT (code 980), are better known by their given names, whereas the Macan, Cayenne, and Panamera don’t have internal Porsche codes at all, because they’re based on shared VW/Audi platform architectures.

This makes Stuttgart’s decision to infuse some good old Porsche naming DNA into the Boxster and Cayman smart, as it ties these important entry-level sports cars more closely to the 911 Carrera they share some componentry with. See how I did that? I snuck the name “Carrera” into that last comment, another name synonymous with the beloved 911 (and aforementioned supercar).

Now the 718 Boxster and 718 Cayman have a similar look and sound as 911 Carrera (or at least that’s the concept), while the number chosen is an attempt to show familial ties to the fabulous mid-engine 550 Spyder and its 718 RSK successor that took motorsport by storm from 1953 through 1956 and 1957 through 1962 respectively.

I don’t know about you, but I’m willing to buy in to the marketing spin. After all, the original 718s were lightweight two-seat mid-engine roadsters (with a few coupes thrown in for good measure, and for higher track speed) powered by horizontally opposed four-cylinder engines, which pretty well sums up today’s 718 Boxster and 718 Cayman. Those spiritual predecessors were often dubbed “giant slayers” because the tiny, featherweight imps would often out-manoeuvre their larger, more powerful opponents: ditto Boxster and Cayman. In addition, the many Boxster and Cayman models that have been stripped of their innards and stuffed full of roll cages, racing seats, fire extinguishers and the like, and then regularly contested in serious motorsport events gives them credence as true descendants of a much revered 718 progenitor.

Of course, simply take one for a spin around the block and you’ll immediately know for yourself. We’re doing just that with a bright “Racing Yellow” 718 Cayman this week (and went one step better on the road and track with a 718 Boxster S last fall), and frankly we’re having too much fun to sit here and tell you much about it. But, of course, Porsche wouldn’t be too pleased if we kept all the good stuff to ourselves.

In short, this non-“S” variant gets a less potent yet still brilliantly fun 300 horsepower 2.0-litre turbocharged four-cylinder boxer with 280 lb-ft of torque (which is an increase of 25 horsepower and 66 lb-ft of torque over last year’s 2.7-litre flat-six), while the S puts 350 horsepower and 310 lb-ft of torque down to the rear wheels.

Porsche even supplied our loaner with a six-speed manual… Yippee-ki-yay! Don’t get us wrong. We love the paddle-actuated seven-speed automated dual-clutch PDK too. It can hit 100 km/h in a mere 4.7 seconds with the Sport Chrono package added, while this manual is claimed to achieve the feat in 5.1 seconds, while getting an estimated 9.4 L/100km when driven more calmly and using standard auto start/stop, compared to 9.8. But we’re saluting the glory days of the mighty mouse 718 RSK right now, so it’s only fitting to have a DIY gearbox along for the journey.

In reality, other than the aforementioned key points our luxury-lined 718 Cayman tester has little in common with the purposefully hollowed-out shell of a sports car that stole through the circuitous tree-lined Nürburgring Nordschleife in its heyday, but that’s just fine with me. While the thought of doing likewise on the legendary Eifel Mountains track (or any old racecourse for that matter) sends tingles up the spine, for everyday use and RSK would be ridiculously impractical and likely quite uncomfortable.

Purposefully designed for middle-aged derrieres like mine, Porsche smartly added plenty of pampering upgrades to a base 718 Cayman already replete with ample creature comforts, its end mission more likely focused on spirited trips to the office and memorable weekend getaways for two than any competitive track time (makeshift Sunday afternoon autocross courses aside), despite still being one of the best all-round sports coupes available today.

Even the $61,500 base model gets an impressive list of standard features adorning the revised sheetmetal and reworked interior, the list including gorgeous new 10-spoke 18-inch alloys, a new three-spoke leather-wrapped multifunction sport steering wheel (inspired by the 918 Spyder supercar no less), a 4.6-inch colour high-resolution TFT multi-info display, a new state-of-the-art infotainment touchscreen and interface with stylish new graphics, all the latest tech such as Apple CarPlay and Android Auto, a backup camera with active guidelines, Bluetooth phone connectivity with streaming audio, eight-speaker 150-watt audio, sport seats with partial leather upholstery, an electromechanical parking brake, hill start assist, front and rear parking sensors, a HomeLink garage door opener, and more.

Above and beyond this, my tester added a $1,980 navigation module to the aforementioned infotainment system, $2,650 14-way powered sport seats with memory, and a $1,570 Premium package with rain-sensing wipers, auto-dimming mirrors, heatable seats, and dual-zone auto climate control. The wheels were upgraded to a set of $1,810 Cayman S rims as well, while Porsche added $1,510 torque vectoring (PTV) and $2,050 Active Suspension Management (PASM) to improve handling, as well as HID headlights with dynamic cornering capability (which are a prerequisite to the previously noted Premium package) for better night time visibility, the finally tally adding up to $74,320 before (always reasonable) freight and dealer fees.

Of course, the sky’s the limit when it comes to extras with this near-exotic brand, so go build one on Porsche Canada’s comprehensive online configurator and enjoy. I’ll be back soon to relate my in-car experience in an upcoming review, including the car’s ergonomics and comfort, build quality, electronics systems usability, overall practicality, and of course its drivability, plus we’ll include a massive photo album prepared just for your viewing pleasure. Stay tuned because you won’t want to miss this one…

There’s a reason Lexus is considered a Tier 1 luxury brand along with Mercedes-Benz, BMW and Audi. Strong sales numbers have a lot to do with it, but also its almost totally full range of models. For…

In Our Garage

2017 Lexus RC 300 AWD F Sport

There’s a reason Lexus is considered a Tier 1 luxury brand along with Mercedes-Benz, BMW and Audi. Strong sales numbers have a lot to do with it, but also its almost totally full range of models. For a relatively new brand, such a wide assortment of models and body styles means that some don’t sell well enough to make money, but instead provide important branding that trickles down to enhance higher volume cars and SUVs.

The IS series was Lexus Canada’s bestselling car last year with more than 3,000 deliveries. This is a polar opposite result from Lexus’ U.S. division sales that saw the more comfort-oriented ES series as the brand’s premium car populist last year and every year prior, by a long shot, whereas that larger front-wheel drive four-door model only found 2,153 buyers during calendar year 2016 in Canada. This shows that Canadians view Lexus in a sportier light than our friends to the south, but still not enough to snap up RC coupes en masse.

The stylish new two-door hardtop model only managed to pull in 526 luxury buyers last year, which while more positive than the 415 mid-size GS and 95 flagship LS luxury sedans sold during the same 12 months, is still a far cry from the 4,765 BMW 4 Series delivered through 2016.

Lexus’ big money was made on SUVs, the RX leading sales for the Japanese brand as well as Canada’s entire mid-size SUV segment at 8,147 units, whereas the fresher NX is already third in its class with 6,295 deliveries. Even the massive LX SUV outsold the RC at 748 units, while the sizeable GX also outshone RC numbers with 551 units down unpaved roads.

Just the same, we can’t discount the importance of sports models like the RC when it comes to brand image as noted earlier, and the beautiful Infrared painted 2017 RC 300 AWD F Sport parked in our garage this week pulls eyeballs almost as effectively as the same spec car did in Solar Flare orange last year. That vibrant colour isn’t available for the 2017 model year, although seemingly identical Molten Pearl can be had on the even rarer V8-powered RC F super coupe, this being one of the only changes for the regular RC model’s third year of existence.

Many thought the 2.0-litre RC Turbo, currently available in the U.S., would’ve been added to the Canadian lineup for 2017 in order to drop the price and hopefully attract more buyers, but Lexus appears to want its northernmost coupes fitted with all-wheel drive and that car is only pushed from the rear, so the $49,050 RC 300 AWD is base here in Canada.

It’s arguably better looking with the $4,700 as-tested F Sport Series 1 package (there is no Series 2 package for this model, in case you were wondering) that adds a new front fascia with a larger, bolder grille and unique lower fascia detailing with integrated fog lamps, as well as other exterior styling upgrades, plus unique 19-inch alloys wrapped in 235/40 performance tires (although my tester is fitted with winters), an adaptive sport suspension, a powered tilt and telescopic sport steering wheel with paddle shifters, rain-sensing wipers, front sport seats, NuLuxe pleather upholstery with contrast stitching, memory for the driver’s seat, ventilated front seats, a fully configurable LFA-style TFT instrument cluster, Lexus’ touchpad Remote Touch Interface for the infotainment system, navigation, active sound control, and blindspot monitoring with rear cross-traffic alert.

The only other notable option is a dealer-added F Sport performance exhaust system integrated within a fabulous looking rear bumper diffuser (for about $2,050 and change). Lexus claims the upgraded exhaust reduces backpressure for increased torque, which might be noticeable given the RC 300 AWD’s modest engine output.

Despite its considerable 3.5 litres of displacement, the base V6 makes just 255 horsepower and 236 lb-ft of torque for fairly relaxed performance due to the coupe’s considerable 1,765-kilo (3,891-lb) curb weight (it’s actually a bit heavier with the F Sport gear). Making it feel even more comfort-biased is a six-speed autobox in a segment filled with snappier eight-speed auto and dual-clutch alternatives.

So how does it feel? I’ve told you too much already, but don’t worry as I’ve got a lot more to say in the upcoming road test review. Make sure to check back for the full story soon…

News & Reviews- Tag: two-door