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Did you see the new Z (check out the gallery above)? The Z Proto, which dropped on September 16, isn’t production ready, but its level of interior detail, its prototype-referencing name (prototypes…

New Car Reviews

2020 Nissan 370Z Nismo Road Test

Did you see the new Z (check out the gallery above)? The Z Proto, which dropped on September 16, isn’t production ready, but its level of interior detail, its prototype-referencing name (prototypes normally refer to near production cars, rather than concepts that may only be built to gauge public reaction to a proposed design language or garner some press for a brand while having a little fun), and Nissan’s history of building production vehicles that closely resemble their prototypes/concepts, make it appear more like the real deal than merely a dream car. Either way one thing is clear, the 2020 370Z Nismo I’m reviewing here has quickly become last year’s news, if not the last decade’s news.

Unfair? That’s what I’ll try to determine in this review. After all, if you’re reading this review, you’re obviously still interested in a car that’s been around for a very long time. Nothing I can tell you here will be any different than what I could’ve told you a couple of years ago, other than news you may have missed about the 2020 370Z 50th Anniversary model, that gets two, thick diagonal stripes on each door along with special badging and some other nice extras.

Nice, but I’m reviewing a Nismo, which is the best Z currently available. Its seasoned 3.7-litre V6 gets an extra 18 horsepower over lesser trims’ 332 for a total of 350, plus 6 more lb-ft of torque for a maximum of 276, and can only be had with a six-speed manual gearbox, a seven-speed automatic with paddles available in lesser trims. This is a performance purist’s machine after all, so why bother with a slush-box?

It costs a lot more than the $30,498 base Z too, at $48,998, but for that money you get special red and black accented trim, a gorgeous set of 19-inch Nismo Rays forged alloy wheels wrapped in 245/40YR19 front and 285/35YR19 rear Dunlop SP Sport MAXX GT600 performance tires, a Nismo-tuned suspension setup comprised of increased spring, dampening and stabilizer rates, front and rear performance dampers, a reinforced three-point front strut tower brace, and a rear underbody V-brace, plus a Nismo-tuned free-flow dual exhaust system with an H-pipe configuration.

Fabulous black leather Recaro sport seats with red perforated Alcantara inserts and harness slots on their backrests are included too, as well as numerous comfort and convenience features pulled up from lower trims, a shortlist including auto on/off HID headlamps, LED DRLs, LED taillights, proximity entry with pushbutton start/stop, an auto-dimming rearview mirror with an integrated backup monitor, a HomeLink universal garage door opener, automatic climate control with an in-cabin micro-filter, navigation with SiriusXM NavTraffic, Bose audio with satellite radio, a USB port, and much more.

For all points and purposes the 2020 370Z Nismo is a great value proposition, that is until factoring in its age. In automotive terms its 11 years without a significant update make it ancient. In the entire consumer industry, Nissan’s own Frontier pickup truck is the only vehicle that’s has lasted longer, having arrived in 2004. A new Frontier is expected sometime in the near future, as is the redesigned Z noted earlier, and both will likely be much pricier than the vehicles they replace due to more sophisticated body shells, powertrains and electronic interfaces. The big question is whether the introduction of the new 400Z, as most are starting to call it, will cause today’s 370Z values to crash or, alternatively, allow them to hold in place thanks to the current model’s reasonably priced range. There’s no way this can be predicted, so we’re left with the gamble of choosing an ultra-old-school sports car that’s soon to be replaced.

Still, it’s a very good car with plenty to offer performance fans. Acceleration is strong, with its zero to 100 km/h time coming in under five seconds, which might seem like a laggard when put side-by-side with a GT-R Nismo that achieves the same in the low threes, but it’s still pretty good. Likewise, where the GT-R Nismo tops out at 321 km/h (200 mph), the 370Z Nismo hits its terminal velocity at a respectable 286 km/h (178 mph). Nothing wrong with that.

Fortunately braking is equally impressive, thanks to four-piston opposed aluminum front calipers clamping down on 14- by 1.3-inch vented discs, and two-piston calipers biting into 13.8- by 0.8-inch rotors in back, plus high-rigidity brake hoses and R35 Special II brake fluid. Stomp down on the centre pedal and speed gets scrubbed off quickly, but I recommend doing so in a straight line as the car’s 1581-kg (3,486-lb) mass can be a bit unsettling when diving too deeply into a corner without reducing speed enough first.

Of course, this can be said for a long list of performance cars, many of which cost a great deal more than this Z. Hidden below the shapely bodywork is a double-wishbone suspension in front and four-link design in the rear that collectively ride smoothly considering the higher spring and stabilizer bar rates, plus stiffer roll calibrations and increased damping levels. The Nismo even gets a 0.6-inch wider track than non-Nismo trims, which together with a carbon-fibre composite driveshaft and viscous limited slip differential that come standard across the range, add to that planted feel I noted earlier.

All of this is great, but the aforementioned six-speed manual is even better. It features SynchroRev Match, a technology that instantly spins engine revs up to the ideal rotation in order to synch up with the upcoming downward gear before it arrives, as if perfectly blipping the throttle yourself. It makes any driver feel and sound like a pro, and provides a nice, clean engine-transmission match-up in order to minimize drivetrain jolt. Shifter feel is excellent too, with a wonderfully tight, crisp, notchy feel and positive engagement, while clutch take-up is superb, and the overall pedal arrangement ideal for applying the right-foot’s heel and toe simultaneously on the brake and throttle, a useful technique for modulating engine revs when braking into a corner.

Those pedals are aluminum with rubber grips, incidentally, and look great, Nissan even finishing the dead pedal in vertically striped brightwork. There’s more brushed and bright metal throughout the cabin, but the theme is more of a red on black affair, the Nismo getting crimson red thread highlighting most of its key visual points, not to mention a red centring stripe at the top of the leather and psuede steering wheel rim, red gauge accents and those fiery red ultra-suede seat inserts mentioned earlier.

Suede-like Alcantara trims off the door inserts and armrests too, not to mention the sides of the lower centre stack, the latter protecting inside knees from chafing, while the dash top and door uppers were nicely wrapped in a thickly padded stitched leatherette for a premium feel. Following that theme is red-stitched leatherette flowing around the gearshift lever, and no I’m not just talking about the boot. Nissan actually finishes the top of the lower console in what appears like leather, making the car feel more like a luxury-lined Maxima than anything so sporty.

Back to those lightweight Recaro sport seats, along with superb support all over, their backrests get a set shoulder harness holes that look fabulous. The driver’s seat is eight-way adjustable and the passenger’s just four, and true to its performance mission these aren’t power-adjustable, but instead require hand-wrenching via a set of dials in the usual positions. Once set they deliver the goods, but those with oddly shaped bodies (like mine that has longer legs than arms) might find the steering column’s lack of telescopic reach disconcerting. This forced me to twist my seatback rake farther forward than I would normally have liked off the track in order to maintain optimal control, but it was never uncomfortable, just not as comfortable as it could’ve been.

If merely offering tilt steering wasn’t already enough of a faux pas, the 370Z’s gauge cluster and infotainment touchscreen are throwbacks to a bygone era. The former is actually quite nice for any lover of classic sports cars, thanks to a lovely set of analogue dials that include a centre-mounted tach and a right-side speedo, plus a tiny little red liquid-crystal display for the odometer (yah, an LCD, just like anyone old enough will remember from their high school calculator or better yet, early ‘70s digital watch, while the circular binnacle on the left is filled with two bizarre rows of tiny red diodes that light up to show the fuel tank level and engine temperature. This hover above and below another red readout, but this time more of a heavily-pixelated monochromatic Minecraft encounter trying to double as multi-information display, albeit with less convincing graphics.

Comparatively the centre touchscreen is advanced tech, but don’t get too excited just yet. Features include navigation, Bluetooth phone connectivity, and a number of car settings, but it’s displayed with yesteryear’s resolution quality, processing speed and graphic designs. My recommendation is to use its functions as required, because all work reasonably well, and then rest your eyes on the always wonderful row of ancillary oil pressure and voltmeter dials (plus a digital clock) just above (the upcoming Z Proto is showing off a boost gauge within its hooded threesome, hinting at the twin-turbo V6 ahead of the firewall).

Cargo space isn’t the 370Z’s forte, but you should be able to throw in a weekend’s worth of bags for two if you pack light. Forget the clubs, of course, and don’t even think about going camping, the sporty Nissan’s gear-toting capacity just 195 litres (6.9 cu ft).

Nissan is offering up to $1,000 in additional incentives on 2020 370Zs, by the way, this useful info found at CarCostCanada that also provides info about available manufacturer rebates that dealers won’t necessarily tell you about, plus leasing and financing deals, and best of all dealer invoice pricing, or more specifically, the actual price your dealer pays for the car. This way you’ll know how far you can drive down the discount before even entering the dealership. I recommend learning how the CarCostCanada system works, and downloading their free app from the Google Play Store or Apple Store.

Getting a new 370Z for less than $30k would be quite the bargain, or for that matter lopping a couple of grand off the price of this Nismo model, or one of the 2020 370Z 50th Anniversary editions if any are still available. None provide fresh styling or new-edge tech, but each one looks great, delivers superb performance and pampers with a reasonable level of refinement.

Photos and story by Trevor Hofmann

Just when we thought 2020 couldn’t get any stranger, BMW created a twitterstorm of its own with the online launch of its most iconic performance model. The Munich, Germany-based automaker took the wraps…

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BMW reveals dramatic new M3 and M4 with optional AWD

The new 2021 BMW M3 and M4, shown here in top-tier Competition trim, offer up a radical new design and strong performance gains.

Just when we thought 2020 couldn’t get any stranger, BMW created a twitterstorm of its own with the online launch of its most iconic performance model. The Munich, Germany-based automaker took the wraps off an entirely new 2021 M3 sport sedan and M4 coupe on Tuesday, September 22, with the resultant global buzz near palpable.

To merely call them “bold” or “dramatic” would be understating the truth bomb they represent, as the unconventional new designs are at the very least polarizing. Stylistically, the all-new M3 (G80) and M4 (G82) seem to be reaching far back into BMW’s history, pulling frontal design cues from the mid-‘60s 2000 C and 2000 CS sport coupes that rode on the back of the brand’s then New Class architecture, which also included the 1500 and 1600 sedans with similar, albeit smaller grilles. While beautiful from their hood lines and front fenders rearward, plus in fact introducing the beloved Hofmeister kink to the rear quarter windows and eventually resulting in the now iconic and highly collectable E9 range of coupes produced from ‘68 to ‘75, the 3.0 CSi being most notable and the CSL most sought after, earlier examples suffered from a deep, rounded bucktooth-like kidney grille that was never as palatable to the majority of collectors as coupe models that followed or came before.

2021 BMW M3 Competition — The M3 appears easier on the eyes in this subdued dark green colour, but the bright yellow-green really grabs the eyeballs.

That latter point in mind, the brand’s head of design, Domagoj Dukec (and company), may have been looking further back to BMW’s 309, 319, 320, 321, 328 and 329 models of the mid-to-late ‘30s and early ‘40s, whose tall radiators come closer to matching the size of the new M offerings. Either way, their choices for historical inspiration may cause some would-be M car buyers to take pause.

After all, previous fifth- and first-generation M3/M4 (F80/F82/F83) and original E30-based M3 aside (the former more aggressively penned than its predecessors and the latter whose coke-bottle hips made it stand out from its slab-sided 318i donor), M3s have always been subtle in their approach to styling, preferring moderate visual cues only enthusiasts would notice over the types of radical lower body cladding, ducts and wings found on pumped up versions of some rivals. Not so anymore.

This said, we do love our beavers in Canada, so the new M3 and M4’s aggressive overbite could become very popular north of the 49th. Along with the largest twin kidney grille design ever offered on a modern-day BMW product (it might even be larger than the aforementioned ‘30s-era models), the two new performance cars provide similarly sleek lines to their predecessors from headlamps to taillights, plus key M design elements elsewhere, such as the front fender engine vents, double-post side mirror housings, carbon fibre roof tops, and aggressive rear diffusers.

If it looks fast it better be fast, right? Fortunately, BMW fans have considerably more straight-line performance to celebrate with these sixth- and second-generation M cars, the respective base, or rather “core” M3 and M4 capable of rocketing from standstill to 100 km/h in just 4.2 seconds before attaining a top speed of 250 km/h, or 290 km/h when the M Driver’s Package is chosen. Even more importantly the core models can blast from 80 to 120 km/h in a mere 4.1 seconds when their standard six-speed manual transmissions are placed in fourth gear.

If that’s not enough, buck up for one of the even more potent M3 and M4 Competition models to see that zero to 100 km/h time drop by 0.3 seconds to a sub-four 3.9-second sprint, while an unfathomable 1.5 seconds gets axed off the two quicker cars’ 80 to 120 km/h passing maneuverability, the feat accomplished in a surprising 2.6 seconds according to BMWblog.com.

All of this speed comes via two versions of a new 3.0-litre TwinPower Turbo S58 inline six-cylinder powerplant, both receiving mono-scroll turbochargers featuring quick-reacting electronically-controlled wastegates as well as highly efficient air-to-water intercooling. Like the outgoing S55 twin-turbo I-6, these are built upon BMW’s well-proven B58 engine architecture introduced in 2015. The base engine used in M3 and M4 core models makes 48 horsepower more than their previous generation for a total of 473 horsepower at 6,250 rpm, while faster Competition versions put out an additional 59 ponies for a total of 503 horsepower, also at 6,250 rpm (redline is 7,200 rpm, which is lofty unless you’re stepping out of a 2007 to 2013 E90/E92/E93 M3 whose glorious V8 spun up to a stratospheric 8,400 rpm).

No doubt, the two M models’ four 100-millimetre tailpipes will be exhilarating to the ears, but BMW has included electrically controlled flaps via an M Sound button in order to reduce sound levels when wanting more comfort than speed, while choosing SPORT or SPORT+ modes results in the opposite effect.

Allowing the engine to rev freely, wire-arc sprayed cylinder liners reduce friction and weight, while a lightweight forged crankshaft lowers rotating mass, both of which are set into a rigid closed-deck engine block. In the inline-six engine’s cylinder head incorporates a 3D-printed core that provides improved coolant flow-through as well as reduced weight.

Torque in core models is the same as with the last iteration at 406 lb-ft between 2,650 and 6,130 rpm (which is a bit higher than the previous model’s minimum max torque range of 1,850 to 5,500 rpm), incidentally, but Competition cars get an increase of 73 lb-ft for a new max of 479 between 2,750 and 5,500 rpm, hence the impressive performance mentioned a moment ago.

As usual the aforementioned six-speed manual gearbox comes standard, complete with a rev-matching Gear Shift Assistant to make any driver seem as if they’re blipping the throttle like a pro while downshifting, but the move up to Competition trim necessitates the brand’s eight-speed M Steptronic automated transmission with Drivelogic. Drivelogic consists of a trio of driving modes including “ROAD”, “SPORT” and “TRACK”, the latter available after also choosing the cars’ M Drive Professional setting. The M Steptronic transmission can be shifted via paddles, of course, while a true manual mode won’t allow any automatic upshifts at all.

As has always been the case, the M3 and M4 come standard with rear-wheel drive, but for the first time ever new Competition models will also be available with BMW’s xDrive all-wheel drive system. The rear-wheel biased AWD design transfers torque to the rear wheels under normal conditions, but the system’s Active M Differential will apportion some of that power to the front tires when wheel slip occurs, thus allowing optimal traction while maintaining BMW’s acclaimed RWD feel.

This said, the previously noted sport mode will send more power to the rear wheels more often in order to liven up the driving experience, even allowing for some rear-wheel drift or oversteer, while those who really know what they’re doing can turn off traction control to enjoy full rear-wheel drive. All can be controlled via the two M cars’ M Traction Control system, which provides 10 different settings from almost total intervention to completely unchecked.

If the new cars look longer, lower and leaner than their immediately outgoing predecessors, take note they receive a 45-millimetre longer wheelbase and a slightly wider track, while the standard carbon fibre reinforced plastic (CFRP) roof panel helps to lower their centre of gravity and achieve 50/50 front to rear weight distribution.

Like the transmission, the M3 and M4’s chassis receives three preset settings for optimizing road conditions via an electronically-controlled Adaptive M suspension that includes Comfort, Sport and Sport Plus settings. Along with a progressively stiffer setup, BMW’s M Servotronic steering system improves its sharpness for better response, aided by 275/40ZR18 front and 285/35 ZR19 rear performance tires on Core and rear-wheel drive Competition trims, and 275/35ZR19 front and 285/30ZR20 rear rubber on the xDrive Competition model.

Of course, braking performance has been improved to match the cars’ engine and suspension upgrades, with six-piston fixed-caliper binders clamping down on 380 mm discs up front, and single-piston floating calipers with 370 mm disks in the rear. Alternatively, M Carbon ceramic brakes with larger 400 mm front and 380 mm rear discs can be had for optimal stopping power. These reduce fade, improve thermal stability and take a lot longer to wear out, not to mention come with gold-painted calipers instead of the usual stock blue, or optional black or red. Either way, an electric “integrated braking” actuator helps improve braking response.

The just noted M Carbon ceramic brakes can reportedly be had as part of an M Race Track Package as well, which also includes light-alloy wheels and lightweight M Carbon front seats. Also mentioned before, the M Drive Professional upgrade, standard with Competition models and optional with Core models, incorporates an M Drift Analyzer that records oversteer and opposite lock incidents, including timed duration, line and drift angle. A driver’s personal results are rated from one star to five, with the latter number meaning you need to keep trying.

The new 2021 M3 and M4 will arrive in Canada this coming spring at $84,300 for the sedan and $85,100 for the coupe, with pricing and details for the upcoming M4 Cabriolet arriving sometime in between. A move up to Competition trim appears to be a surprisingly good deal at just $4,000, and for that reason will likely be the most popular choice.

2021 BMW M4 Competition — Have you ever seen a better OEM sport seat?

As for how BMW’s faithful will accept the M3 and M4’s new design direction, it’s a mixed bag. All out praise is rare, but some potential buyers seem to love the new models’ eye-catching styling. Either way, there’s much to be said about standing out from the crowd, and BMW certainly achieves this with their new frontal designs.

Those wanting the performance of a new M3 or M4 yet preferring a subtler look should take note of the sport sedan version wearing all-black (including extra carbon fibre) in a number of images provided for the simultaneous introduction of the two cars’ M Performance Parts catalogue. A red and black M3 is shown too, as well as a white and traditionally M-striped M4 with many of the catalogue’s new OEM parts shown, the massive rear wing and triangular cluster of diffuser-mounted exhaust ports enough to make a Honda Civic R owner blush from inadequacy.

If the new M3 and M4 are too radical for your personal tastes, be sure to check out CarCostCanada that is showing up to $2,000 in additional manufacturer incentives on 2020 models. The 2020 Ms are still incredibly quick and plenty attractive, plus CarCostCanada also provides manufacturer rebate info and dealer invoice pricing that could save you thousands. Learn more about CarCostCanada’s many ways to save money on a new vehicle, and remember to download the free CarCostCanada app from the Apple Store or Google Play Store.

BMW Today – Episode 25: World premiere BMW M3 & M4 (13:15):

Story credit: Trevor Hofmann

Photo credits: BMW

Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous…

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New 911 Turbo fills gap between Carrera S and Turbo S

The new 2021 Porsche 911 Turbo boasts 572 horsepower!

Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous 911 Turbo to share the limelight, and we think that its 572 horsepower 3.8-litre flat-six will be enough to create a buzz of its own.

After all, the regular Turbo provides 32 additional horsepower over the previous 2019 911 Turbo, which is enough to shoot it from zero to 100km/h in a mere 2.8 seconds when upgraded with the Sport Chrono Package and mounted to the 911’s lighter Coupe body style. Then again, you can go al fresco and still manage 2.9 seconds from standstill to 100km/h, both times 0.2 seconds less than each models’ predecessor.

The 911’s acclaimed “boxer” engine makes a robust 553 lb-ft of torque in its newest generation, which is 30 lb-ft more than previously. That makes it more potent than the previous 911 Turbo S, upping torque, horsepower and acceleration times, due in part to new symmetrical variable turbine geometry (VTG) turbochargers that feature electrically controlled bypass valves, a redesigned charge air cooling system, and piezo fuel injectors. This results in faster throttle response, freer revving, better torque delivery, and sportier overall performance.

The new 911 Turbo incorporates the same standard eight-speed dual-clutch PDK automated gearbox as the 911 Turbo S, while both cars also feature Porsche Traction Management (PTM) all-wheel drive as standard equipment too. It’s all about high-speed stability, necessary with a top track speed of 320 km/h (198 mph).

Additionally, the new 911 Turbo gets similarly muscular sheet metal as the Turbo S, its width greater than the regular Carrera by 46 mm (1.8 in) up front and 20 mm (0.8 in) between its rear fenders. This allows for wider, grippier performance tires that measure 10 mm (0.4 in) more at each end. The front brake rotors are 28 mm (1.1 in) wider than those on the previous 911 Turbo too, while the same 10-piston caliper-enhanced ceramic brakes offered with the Turbo S can also be had with the less potent 911 Turbo. Yet more options include the previously noted Sport Chrono Package, as well as a Sport suspension, Porsche Active Suspension Management, and rear-wheel steering.

Porsche has upgraded the 911 Turbo’s cabin over the Carrera with some performance goodies too, including standard 14-way powered Sport seats and standard Bose audio, while a Lightweight package removes the rear jump seats and swaps out the standard front Sport seats for a unique set of lightweight buckets, while also taking out some sound deadening material for a total weight-savings diet of 30 kilos (66 lbs).

Also available, the 911 Turbo Sport package includes a number of SportDesign enhancements such as black and carbon-fibre exterior trim as well as clear taillights, while a Sport exhaust system can also be had. The options menu continues with Lane keep assist, adaptive cruise control, night vision assist, a 360-degree surround parking camera, Burmester audio, and more.

The 2021 Turbo Coupe and 2021 Turbo Cabriolet will arrive at Canadian Porsche dealers later this year for $194,400 and $209,000 respectively, but take note you can order from your local Porsche retailer now.

Before you make that call, however, check out the 2021 Porsche 911 Canada Prices page at CarCostCanada, because you’ll learn how to access factory leasing and financing rates from zero percent. You can also find out about possible rebates and dealer invoice pricing that could save you thousands. See how it works now, and remember to download the free CarCostCanada app from the Apple Store or Google Android Store, so you can access all the most important car shopping information from the convenience of your phone when at the dealership or anywhere else.

Story credits: Trevor Hofmann

Photo credits: Porsche

Only a couple of weeks after Porsche announced Canadian pricing, features and specifications for their new lightweight 718 Cayman T and 718 Boxster T performance trims, plus all the details for the two…

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New 394 hp 718 Cayman and Boxster GTS 4.0 on their way for 2021

The new 2021 Porsche Cayman GTS 4.0 boasts 394 hp from a big horizontally opposed six-cylinder engine. (Photo: Porsche)

Only a couple of weeks after Porsche announced Canadian pricing, features and specifications for their new lightweight 718 Cayman T and 718 Boxster T performance trims, plus all the details for the two 718 models’ new 2020 base, S, GT4 and Spyder variants, news of a fresh new take on the 718 GTS is upon us.

Up until the current 2020 model year, fourth-generation Cayman and Boxster models were only available with turbocharged four-cylinder powerplants, but thanks to the new GT4 and Spyder a formidable 4.0-litre six-cylinder engine was added to the mix. Now, hot on the heels of those two top-tier 718 models, Porsche is announcing the refreshed 2021 718 Cayman GTS and 718 Boxster GTS with horizontally opposed six-cylinder power as well.

2021 Porsche 718 Boxster GTS 4.0 — A 20-mm lower, performance-tuned suspension makes the new 718 Boxster GTS 4.0 handle better than ever. (Photo: Porsche)

Previous 718 GTS models, available from the 2018 model year up until the end of 2019, already made a generous 365 horsepower and 317 lb-ft of torque, but power came from a 2.5-litre turbocharged H-4. While impressive in its own right, thanks to 500 cubic centimetres of extra displacement, plus 65 more horsepower and 37 additional lb-ft of torque than the 718’s base, S and T trims’ 2.0-litre turbocharged four-cylinder engine, the outgoing 2.5 is nowhere near as formidable as the new GTS trim’s naturally aspirated 4.0-litre six.

Those familiar with the just-noted GT4 and Spyder will already be well versed in Porsche’s new H-6, which sports 414 horsepower in these two top-tier models, and while shy some 20 horsepower in the new GTS, the revised 394 horsepower H-6 nevertheless makes an identical 309 pound-feet of torque.

2021 Porsche 718 Cayman GTS 4.0 — Both 718 GTS 4.0 models include the same performance and feature sets. (Photo: Porsche)

That’s superb performance from a trim line soon to be positioned between the two $74,400 718 Cayman T and $76,800 718 Boxster T models, and the $110,500 718 Spyder and $113,800 GT4. The new engine, which revs up to 7,800 rpm, produces Porsche’s much-loved six-cylinder growl and therefore will appeal to Porschephiles across the board, while its mechanical delights are improved upon further by a standard dual-tailpipe sports exhaust system.

Also notable, Porsche makes the engine more efficient via an adaptive cylinder control (cylinder deactivation) system that alternately switches off one of its two cylinder banks under low loads, plus its direct-injection system incorporates piezo injectors and a variable intake system to further reduce fuel consumption while enhancing performance.

Just like the sport-tuned 718 T models that arrived earlier this month, new 718 GTS trim adds a mechanical limited-slip rear differential, Porsche Torque Vectoring (PTV), and the brand’s much-lauded Sport Chrono Package featuring an upgraded Porsche Track Precision App with an integrated lap timer to its standard equipment list.

The Sport Chrono Package incorporates a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, plus Launch Control with the optional seven-speed dual-clutch automated PDK transmission.

The new 2021 718 GTS models launch from standstill to 100 km/h in a mere 4.5 seconds when utilizing their base six-speed manual transmission, slicing 0.1 seconds off of the old 718 GTS’ sprint time, while they’re only 0.1 seconds slower to 100 km/h than the ultra-hot 718 GT4 and Spyder.

Additionally, both 718 GTS models improve their top track speeds by 3 km/h (1.8 mph) to 293 km/h (182 mph)—the GT4 and Spyder achieve 304 and 301 km/h (189 and 187 mph) respectively. Porsche has yet to announce performance figures for the new 718 GTS models with their optional PDK transmission, but it shaves 0.2 seconds off the GT4 and Spyder’s zero to 100km/h time, so we can likely expect a similar result for the GTS.

Along with the new 718 GTS models’ improvement in straight-line acceleration, a host of standard features also make for better handling, such as Porsche Active Drivetrain Mounts (PADM) that integrate dynamic hard and soft transmission mounts to reduce vibration and improve performance, while unique Satin-Gloss Black-painted 20-inch alloy wheels wrapped in staggered-width 235/35 front and 265/35 rear performance rubber keep the two new cars locked to the pavement below.

The Porsche Active Suspension Management (PASM) electronic damping system is standard too, and instantly adjusts for road surface conditions and driving style changes, depending on the Normal, Sport, Sport Plus or Individual driving mode chosen.

What’s more, both 718 GTS models ride 20 millimetres lower than regular Cayman and Boxster models, reducing their centres of gravity and therefore improving control. Bigger cast-iron brakes, measuring 350 mm (13.8 inches) up front and 33 mm (13.0 in) in back make for shorter stopping distances too, while composite ceramic brakes are once again available.

So that everyone can differentiate the new models from their lesser siblings, dark grey “GTS 4.0” script can be found on each outer door skin, while just like with other GTS models, more gloss- and matte-black trim bits get added to the exterior, these including the front lip spoiler, the lower front fascia’s all-black Sport Design air intake, darker front fog lights, darkened tail lamps, and a unique lower rear bumper cap, not to mention the aforementioned sports exhaust system’s twin tailpipes finished in black chrome, and those inky black wheels noted earlier as well.

A GT sport steering wheel gets added to the new 718 GTS models’ interior, as does a scripted “GTS” logo to the classic three-dial primary gauge cluster’s centre-mounted tachometer, while carbon-fibre trim embellishes the instrument panel and centre console, and dark Alcantara covers the steering wheel rim, centre console, gear shift knob and skirt, the door inserts and armrests, plus the centre sections of the standard sport seats, while the A pillars and roof liner also receive this rich suede-like surface treatment in the 718 Cayman GTS 4.0 hardtop model.

Optional, a GTS interior package provides either contrasting Carmine Red or Crayon chalk grey/beige for the tachometer face, seatbelts, floor mat borders, and decorative seams throughout the cabin, including the embroidered “GTS” emblems on the headrests.

As usual, the Porsche Communication Management (PCM) system comes standard, set within a 7.0-inch high-resolution touchscreen display featuring the comprehensive list of infotainment functions found in lesser trims, plus connectivity to the aforementioned Track Precision App. This motorsport-originated application is downloadable to your iPhone or Android device, and shows performance-related data on the car’s centre display for use on the racetrack, while simultaneously recording that data to your smartphone for post-race analysis.

Other PCM features include a navigation system with real-time traffic info, plus available voice control as well as Porsche Connect. What’s more, audiophiles will be glad to hear that an optional Bose surround sound audio system can be upgraded further to an even higher end Burmester surround sound system.

The new 2021 718 Cayman GTS 4.0 and 718 Boxster GTS 4.0 will be available to order from your local Porsche retailer this summer, with deliveries arriving later in the year.

So while you’re waiting, make sure to check out our complete photo gallery above, plus the two available videos below:

The all new 718 GTS 4.0. More of what you love. (1:52):

Porsche GTS. More of what you love. (1:30):

Porsche introduced its exciting new 718 T trim line to the European market last year, and now it’s time for Canadian sports car enthusiasts to benefit from these lighter weight, better handling new…

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Porsche releases 2020 718 Cayman T and 718 Boxster T pricing and delivery date

2020 Porsche 718 Boxster T — The new 718 Boxster T provides sportier styling, suspension upgrades and interior modifications for less money than an S or GTS. (Photo: Porsche)

Porsche introduced its exciting new 718 T trim line to the European market last year, and now it’s time for Canadian sports car enthusiasts to benefit from these lighter weight, better handling new models.

Starting at $74,400 for the 718 Cayman T and $76,800 for the 718 Boxster T, which is an increase of $10,700 over their respective base models, the new entries slot in just above the base models and below the 718 Cayman S and 718 Boxster S. The well-rounded 718 lineup also includes even sportier GTS trim, while the Cayman can be had in track-ready GT4 form, and the Boxster can be upgraded to the sensational Spyder.

While not as powerful as some of the other trims, Porsche is promising less of what you don’t want and more of what you do, or in other words those looking for more performance features in a car that costs less than a GTS will probably like what the Stuttgart-based premium brand has in store.

2020 Porsche 718 Cayman T — Like with other 718 models, the Cayman T incorporates all of the same upgrades as the Boxster T, plus a hardtop. (Photo: Porsche)

Powered solely by the base 2.0-litre turbocharged four-cylinder boxer engine, which puts out a strong 300 horsepower and 280 lb-ft of torque, the T designation adds a short-throw shifter, a mechanically locking differential, and Porsche Torque Vectoring (PTV) to six-speed manual cars, or alternatively the Sport Chrono Package comes standard with seven-speed dual-clutch automated PDK models, the latter resulting in a 0.2-second whack to the backside off the line from a car that’s already 0.2 seconds quicker than the DIY gearbox.

The Sport Chrono Package also includes Launch Control and a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making this transmission the best option for those purely focused on performance.

Porsche created the 718 T for “driving pleasure in its purest form” as stated in its January 7, 2020 press release, however, adding that “T stands for ‘Touring’ in Porsche models” and therefore “the 718 T will be most at home on winding country roads,” so therefore you may want to satisfy your soul with the traditional six-speed manual even if it’s not quite as quick off the line.

The new 2020 718 Cayman T and 718 Boxster T pull off the same straight-line acceleration times as the already quick entry-level Boxster and Cayman siblings, with standstill to 100 km/h arriving at just 5.1 seconds apiece, while PDK-equipped cars manage the feat in just 4.9 to 4.7 seconds, just like the base 718 models. Likewise, both T cars’ top track speeds are identical to their base counterparts at 275 km/h.

Bigger changes to 718 T models affect handling and control, thanks to standard Porsche Active Drivetrain Mounts (PADM) that incorporate dynamic hard and soft gearbox mounts for reduced vibration and improved performance, plus a sport exhaust system, special high-gloss titanium grey-painted 20-inch five-spoke alloy wheels, and lastly a first for the base turbocharged four-cylinder engine, the Porsche Active Suspension Management (PASM) electronic damping system that, depending on the Normal, Sport, Sport Plus or Individual driving mode selected, instantly adjusts for road surface conditions and changes to driving style. Everything just listed sits on a 20-millimetre lower ride height, resulting in a reduced centre of gravity and thus better control all around.

Making the new models stand out visually, Porsche adds a grey side striping package with “718 Cayman T” or “718 Boxster T” script, while the mirror caps are painted Agate grey to match the just-noted wheels, and twin black chrome tailpipes poke out from the back.

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

When you’re checking over those photos you may also notice something missing from both cars’ instrument panels, their Porsche Communication Management (PCM) touchscreens that were removed to reduce weight, and replaced by a large storage compartment. When your 718 T arrives this summer you it won’t have this glaring omission due to a regulation that made reverse cameras mandatory as of May 2018, so expect the same high-resolution infotainment display and full assortment of leading-edge features as found in the current 718 Cayman and 718 Boxster.

The two new T models will be available in a variety of colours to allow for plenty of personalization, including Black, Guards Red, Racing Yellow, and White exterior base coatings, optional Carrara White, Jet Black and GT Silver metallic paints, and finally Lava Orange and Miami Blue special colours.

To learn more or order one for yourself, contact your local Porsche retailer.

Also, be sure to watch the videos below to witness the new 2020 718 Cayman T and 718 Boxster T in action:

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

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

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

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.

It would be easy to look at the Veloster as an automotive anomaly, a car that doesn’t quite fit into the compact sport coupe segment, but I prefer to think of it as a more practical sports coupe. …

New Car Reviews

2019 Hyundai Veloster Turbo Tech Road Test

It would be easy to look at the Veloster as an automotive anomaly, a car that doesn’t quite fit into the compact sport coupe segment, but I prefer to think of it as a more practical sports coupe.

After all, there’s good reason only a handful of volume-branded compact sports coupes remain in today’s auto sector. Owners finally got tired of hearing complaints from family and friends trying to access their rear seats, so they bought sporty four- and five-door alternatives. Heck, even the mighty VW GTI can only be had with four doors these days, yet instead of conforming to near wagon-like levels of practicality Hyundai took a good idea that was poorly executed by GM’s Saturn division for its 1999 SC sports coupe, that saw a second rear-hinged half-door added to the driver’s side for easier back seat entry, and adapted it to the more appropriate passenger’s side with an easier to use conventional hinge on a larger three-quarter sized door. Voila! A car that looks like a coupe from the driver’s side and a particularly sleek four-door hatch from the passenger’s side.

Sales were initially quite strong in Canada, but have steadily tapered off since its first full year of 5,741 units in 2012, but thanks to a ground-up redesign for this 2019 model year the Veloster has responded with a 36.6-percent uptick to 1,295 units as of October’s close, although only 279 examples were sold during July, August and September of this year, representing a collapse of 55.1 percent compared to Q3 of 2018, so we’ll have to wait and see if 2019’s final three months fare any better.

Before we see Hyundai transform the Veloster into a volume-branded BMW X4 in order to keep its coupe alive while the world transfers interests from cars to crossover SUVs (an interesting prospect), those who still appreciate sports coupes for their lower centre of gravity and inherently better handling should take note of the new Veloster’s change from a torsion beam rear suspension design (the old car’s Achilles heal) to a new independent multi-link setup, the update thoroughly transforming its ride and handling.

The new Veloster’s underpinnings are much more compliant than the previous model’s, providing comfortable cruising around town with less drama over rough pavement, yet the little coupe remains firm enough to feel like a sport model. Still, despite what feels like a more docile suspension setup it’s much better through the corners, especially when pushed hard over broken asphalt mid-turn, which would have upset the outgoing model. Now you can cut the apex with less concern of finding an unforeseen bump or pothole, the rear suspension now absorbing such obstacles with no rear shudder or loss of tire patch contact.

While the Veloster comes standard with a 2.0-litre four-cylinder engine good for 147 horsepower and 132 lb-ft of torque, which drives the front wheels through a standard six-speed manual or optional six-speed automatic, my Veloster Turbo tester uses a 1.6-litre turbo-four making 201 horsepower and 195 lb-ft of torque. It still twists the front wheels through an as-tested standard six-speed manual gearbox, although those wanting automation can choose a new seven-speed dual-clutch EcoShift DCT gearbox with paddle shifters on the steering wheel. I’ve driven a six-speed version of the latter in previous Velosters (see 2016, 2015 and 2014 reviews), and it proved to be quick shifting and very engaging, so I can only imagine the new seven-speed unit is even more fun to row through the gears, but being a purist when it comes to sports cars I’d be inclined to save the $1,500 and keep the DIY transmission.

It’s a well sorted six-speed with easy, progressive clutch take-up that feels ideally suited to the torque-rich turbocharged four-cylinder. Maximum torque arrives at 1,500 rpm and continues all the way up to 4,500, while max power, arriving at 6,000 rpm, makes laying further into the throttle worthwhile. The little engine hits redline at 7,000, although it’ll spin higher if you enjoy hearing the high-pitched mechanical whine, with sport mode really improving performance along the way. Really, push the big, grey “SPORT” button to the left of the shifter and the Veloster Turbo immediately transforms from nice economical runabout to a truly enthusiastic performance car.

Even better, there are zero negatives when choosing the Turbo over the base Veloster at the pump, with the manual transmission resulting in 9.4 L/100km in the city, 7.1 on the highway and 8.4 combined for the base engine and an even better 9.4 city, 7.0 highway and 8.3 combined for the Turbo, while the base car’s six-speed auto is good for a claimed 9.1 city, 7.1 highway and 8.2 combined compared to just 8.5, 6.9 and 7.8 respectively for the Turbo with its seven-speed DCT. Yes, you read that right. Opt for the better performing Turbo and you’ll save on fuel, at least if you don’t bury your foot in the throttle every time you take off.

A quick drive will be more than enough for you to attest to the Veloster’s sport coupe credentials, but once again living with the car for a week reminded me of just how practical it is. The rear liftgate opens high and wide enough to stow big items, and while not as accommodating as most compact hatchbacks the dedicated cargo area measures a reasonable 565 litres (20 cubic feet), or about the size of a full-size sedan’s trunk, and a considerable increase over the old first-generation Veloster’s 440-litre (15.5 cu-ft) trunk. Of course, you can lower the rear seats to expand its usability, their divide placed at the 66/33-position instead of the usual 60/40, which makes sense for a car that only seats four. With both rear seatbacks laid flat the Veloster allows for 1,260 litres (44.5 cu ft) of gear-toting space, which is once again a significant increase over the previous model’s 982 litres (34.7 cubic feet) of maximum load carrying capacity.

The long driver’s door and proximity-sensing keyless entry make access to the cockpit ultra-easy, and the two passenger doors means that no one needs to compromise when coming along for the ride. Sure the first rear passenger to enter needs to slide along the seat to get to the other side, making me wish Hyundai hadn’t included a fixed centre console with cupholders and a storage bin in between, but it’s not too difficult to negotiate and provides some useful functionality (a folding centre armrest would work better).

With the driver’s seat positioned for my five-foot-eight, long-legged, short-torso frame I had about four to five inches ahead of my knees, plus a reasonable amount of space for my feet, although it was a bit tight for my toes underneath the driver’s seat. There was plenty of space from side to side, however, plus about three inches remained above my head, so it should be roomy enough for somebody under six feet.

The two rear seats are nicely carved out for good lateral support, while their backrests push outward slightly at the lower back to improve comfort on road trips. Amenities are limited to power window switches on the left panel and rear door, while the armrests are the only padded surfaces other than the seats.

This is also true for the front seating compartment, incidentally, the Veloster’s almost complete lack of soft-touch surfaces disappointing. Even the dash top and instrument panel or hard plastic, but at least some of these were given a matte textured treatment, whereas each door panel, armrests aside, were entirely comprised of glossy hard composite.

The red on black sport driver’s seat is as comfortable and supportive as it looks, while its two-way powered lumbar support almost ideally met the small of my back. I was able to set up the seat to my preferences thanks to fairly long reach from the tilt and telescopic steering column, further optimizing comfort and control, while the seat warmers and heatable steering wheel rim came on quickly and strong.

Upon ignition, via a button on the centre stack to the right of the steering column, a transparent head-up display powers up out of the dash top. I must admit it was a bit distracting at first, as it’s right in the line of sight (as it should be), but when selecting sport mode it provided a nice tachometer graphic that proved helpful when pushing the engine to redline, while I grew to appreciate it for other functions too. Just below, a colour multi-information display is set without an easily legible set of analogue dials, while controls on the steering wheel spokes, plus to the left and right of the dash were high in quality, well damped, and easy to reach.

Likewise for the infotainment display atop the centre stack, although the only button at its base was for the car’s hazard lights. Its quick-access switchgear can be found lower down the centre stack, between the audio system’s power/volume and tuning knobs, but I ended up using the steering wheel controls mixed with the touchscreen for most functions.

Thanks to a $3,000 Turbo Tech package, which includes the just-noted head-up display, leather upholstery, driver’s seat lumbar support, and Sport mode function noted earlier, not to mention rain-sensing wipers, rear parking sensors, and automatic climate control (with an auto defogger), my test model had a bigger 8.0-inch infotainment touchscreen with integrated navigation and a great sounding eight-speaker Infinity audio system with an external amplifier.

Before I get ahead of myself, the 2019 Veloster starts at $20,999 plus freight and fees, with the Turbo hitting the road at a base of $25,899. The Turbo Tech package boosts that price up to $28,899, while a $500 Performance package can be added with or without the Tech upgrade, and includes a special set of 18-inch alloy wheels on 225/40 Michelin Pilot summer-performance tires.

The base Veloster sports 18-inch alloys too, by the way, plus auto on/off headlights, LED daytime running lights, power-adjustable heated side mirrors, remote entry, a leather-wrapped heatable multifunction steering wheel, a tilt and telescopic steering column, cruise control, power windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Apple CarPlay and Android Auto, a rearview camera with dynamic guidelines, six-speaker audio, Bluetooth hands-free phone connectivity with audio streaming, a leather-wrapped shift knob, heated front seats, manual six-way driver and four-way front passenger seat adjustments, blindspot detection with rear cross-traffic alert, all the expected active and passive safety features, plus more.

Upgrading to the Turbo adds LED headlights, LED side mirror turn signal repeaters, LED taillights, a unique grille and extended side sills, proximity keyless access with pushbutton ignition, a 4.2-inch TFT multi-information display replacing a more conventional 3.5-inch trip computer within the gauge cluster, a large powered glass sunroof, silver vent rings, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, and more.

I could delve into available colours and more, but being that this review is being published as 2020 Velosters are arriving, you’ll need to accept what you can get if you want to take advantage of year-end discounts and zero-percent financing (the 2020 model was being offered with 0.99-percent financing at the time of writing). By the way, you can learn about these deals and more at CarCostCanada, where all pricing for trims, packages and individual options are itemized, plus info about available manufacturer rebates as well as dealer invoice pricing that could save you thousands.

Something else to consider is the new Veloster N, which gets a new 2.0-litre turbocharged four-cylinder good for a lofty 275 horsepower and 260 lb-ft of torque. It comes solely with a six-speed manual gearbox incorporating downshift rev-matching, while an electronically controlled limited slip differential helps get all that power down to the road, and an electronically controlled suspension connecting to 19-inch alloys on 235/35 Pirelli summer-performance tires maximize grip. Normal, Sport, N and Custom drive mode selections, plus a driver-adjustable active exhaust system, make this very special Veloster even more engaging, while fuel economy is still reasonably low at 10.6 L/100km in the city, 8.3 on the highway and 9.5 combined. It can all be had for a very affordable $34,999, so I urge you to take a look.

Something else to consider with the 2019, base model 2020s are no longer available with the manual transmission, which is a bit of a shame as this entry-level model is no longer a cheap fix for performance purists and custom tuners, while the new entry price rises by $1,400 to $22,399. Of course, Hyundai wouldn’t have dropped it if buyers were demanding an entry-level six-speed manual, but it’s nevertheless a negative. Soon, the only way to get a manual will be the $27,499 Turbo, so therefore budget-oriented performance fans will want to start searching for their base 2019 Veloster now. Also noteworthy, Hyundai has changed up some trim names for 2020, dropping GL and Tech from the 2019 car and adding Preferred and Luxury to the new version. The Veloster N is still available in one single trim line for the same price, but if you’re looking for it at CarCostCanada, take note it’s now a separate model for 2020.

No matter the model year or trim designation, the redesigned Veloster is wholly better than the car it replaces, with much better performance and nicely updated electronics, while it retains an ideal mix of sporty coupe styling elements and practical hatchback livability.

I’m not sure how I feel about the name that Mitsubishi chose for its new compact crossover SUV. I mean, Eclipse Cross makes me think way back to better times when personal 2+2 sports coupes like the…

New Car Reviews

2019 Mitsubishi Eclipse Cross GT S-AWC Road Test

I’m not sure how I feel about the name that Mitsubishi chose for its new compact crossover SUV. I mean, Eclipse Cross makes me think way back to better times when personal 2+2 sports coupes like the Japanese brand’s own Eclipse, Honda’s Prelude and Toyota’s Celica, amongst others, roamed city streets, highways and winding byways in wild abandon, but now all of these low-slung two-door fastbacks are gone and we’re left with a gaggle of two-box SUVs.

Fortunately some of these car-based crossovers are oddly contorted, making this practical sector a bit more interesting than it might otherwise be, with the sporty new Eclipse Cross high on the list of unusual newcomers. It’s an especially good choice for those not needing all of the Outlander’s cargo space and wanting more performance than an RVR can muster, plus its edgy SUV-coupe styling pulls some of the premium flair down from luxury mega-brands like BMW and Mercedes-Benz that offer similarly sized upper-crust variants in their respective X4 and GLC Coupe models. I’m not pretending for a minute the lowly Mitsu measures up to these pricey Germans, but it’s got a swagger all its own and therefore deserves a certain amount of respect for being boldly different in a compact SUV segment that all too often plays it safe.

Most automakers choosing to get funky gravitate to the smaller subcompact SUV segment, where Mitsubishi offers its comparatively straightforward RVR against oddities like Kia’s Soul and Toyota’s C-HR (Nissan’s Juke, the strangest of them all, having finally departed a couple of years ago, replaced by the much more conservative Kicks), while (size aside) Mazda’s CX-3 is probably closest to the Eclipse Cross as far as mainstream acceptability combined with sportier than average styling and performance goes, but alas this considerably larger model is the lone coupe-like SUV in its larger compact class.

The Eclipse Cross measures 4,405 mm (173.4 in) end to end with a 2,670 mm (105.1 in) long wheelbase, while it spans 1,805 mm (71.1 in) in width and sits 1,685 mm (66.3 in) tall, making its wheelbase identical to its 290 mm (11.4 in) longer Outlander sibling, yet its width just 5 mm (0.2 in) narrower and height 25 mm (1.0 in) shorter. In other words, it’s much the same size as the Outlander excepting length, which together with its sloped rear roofline makes for a much sportier looking ride.

As far as the Eclipse Cross design goes, Mitsubishi’s dramatic new “Dynamic Shield” frontal styling works much better on this new utility than with any other application it’s been used for, other than the latest 2020 RVR that I find quite attractive. The drama continues around each side where a deeply sculpted cutline emerges about a third of the way through the front door panels before slashing through each handle and meeting up with the bottom edge of an even more intriguing set of LED taillights, these tied together by a thin strip of lighting that divides two panes of rear glass a la Honda’s second-generation 1988-1991 CRX or more recent 2011–2016 CR-Z, not to mention the automaker’s also defunct Accord-based mid-size 2010–2015 Crosstour, although those three sporty coupes never incorporated the Eclipse Cross’ extra lighting element. More rocker panel body sculpting tapers upward before wrapping around the rear fenders, these mimicking the front fenders as they pay some subtle homage to the sporty 2004–2011 Endeavor (a previous long-term tester that I thoroughly enjoyed back in the day – RIP).

Hidden behind a slick looking standard set of 18-inch alloy wheels on 225/55 all-season tires is a fully independent MacPherson strut front and multi-link rear suspension setup featuring stabilizer bars at both ends, which all combines for more than enough grip to keep its turbocharged 1.5-litre four-cylinder engine in control. The little mill makes just 152 horsepower and 184 lb-ft of torque, and puts that output through a continuously variable transmission (CVT) that’s engineered to emulate an eight-speed automatic gearbox via some of the nicest magnesium column-mounted paddle shifters in the industry.

Unlike most vehicles in the industry, these elongated paddles are actually fixed to the steering column instead of attached to the steering wheel, just like with the fabulous Evo X MR (RIP once again), making it easy to locate the correct paddle no matter how many times you’ve rotated the steering wheel.

My Eclipse Cross GT tester really moved along nicely when pushed, feeling much more potent than its claimed horsepower rating, no doubt because of its substantive torque. Its steering was a bit firmer than most others I’ve tested in this class, albeit light enough for easy control, while its ride was slightly stiffer, but never uncomfortable or harsh. That firmness helped it handle well in corners, feeling really planted when pushed hard (Mitsubishi’s renowned chassis expertise pays off once again), but I wouldn’t have guessed it to be so good when tooling around town or otherwise driving normally, because the powertrain feels as if it’s in Eco Mode even when it’s not, meaning there’s plenty of Eco Mode still available by pressing the big green button on the centre stack.

This said there is no Sport button, your right foot being the only way to coax more out of the powertrain, and despite those lovely paddle shifters just noted, the CVT is not very sporty (I’m being kind). It’s smooth and linear, exactly how most compact SUV buyers like it, and it’s highly efficient, not only saving fuel, but also allowing more of the engine’s power to get down to the road.

Some of its straight-line performance and handling prowess comes down to standard Super All-Wheel Control, this being Mitsubishi-speak for all-wheel drive, an advanced torque-vectoring system honed from years of Lancer Evolution rally car breeding. Yes, it’s hard to stomach the thought that this wannabe performance SUV is now the hottest model in Mitsubishi’s once proud lineup, which previously anted up the aforementioned Evo X, an all-wheel drive super sedan that easily outmaneuvered the Subaru WRX STI and most every other compact of the era, but Mitsubishi now has its limited funds (despite being part of Mitsubishi Group, which also owns a top-10 banking institution and so much more) focused on practical SUVs that more people will potentially purchase, not to mention plug-in electrics that give it a good green name if not many actual buyers, at least when comparing the Outlander PHEV’s sales to those of the conventionally powered and milder hybrid compact SUV rivals it’s up against.

We can get glossy eyed over the loss of the Evo, but should commend Mitsubishi for the Eclipse Cross’ fuel economy that’s rated at just 9.6 L/100km in the city, 8.9 on the highway and 8.3 combined, which is quite good in comparison to the segment-sales-leading RAV4 that only manages 10.5 city, 8.3 highway and 9.5 combined, but then again it’s not quite as thrifty as the CR-V’s 8.7 city, 7.2 highway and 8.0 combined rating.

The aforementioned powertrain is the same no matter which of its three trim levels is chosen. As usual, Mitsubishi supplied this Eclipse Cross tester in top-line form, this GT model going for $35,998 plus freight and fees (go to CarCostCanada for all pricing details, including dealer invoice pricing and rebate info that could save you thousands). This meant it came loaded up with LED headlamps, a head-up display, a multi-view backup camera with dynamic guidelines, a superb 710-watt Rockford Fosgate Punch audio system with nine speakers including a 10-inch subwoofer, a heatable steering wheel rim, two-way heated rear outboard seats, leather upholstery, a six-way powered driver’s seat, a dual-pane panoramic glass sunroof, and more.

The top-tier GT also features everything from the second-rung SE model’s optional Tech Package that includes automatic high beams, adaptive cruise control, forward collision mitigation with pedestrian warning, lane departure warning, an auto-dimming rearview mirror with an integrated Homelink garage door opener, roof rails, and a nice silver painted lower door garnish.

Mid-range SE features pulled up to GT trim include the previously noted paddle shifters, proximity-sensing keyless access and ignition, an electromechanical parking brake (the base model gets a regular handbrake), a leather-wrapped steering wheel and shift knob, auto on/off headlamps, rain-sensing wipers, dual-zone automatic climate control (an upgrade from the base model’s single-zone auto HVAC system), blindspot warning, and more for $29,998, while features from the $27,998 base ES model that are still incorporated into the GT include LED DRLs, fog lamps, LED turn signals integrated within the side mirror caps, LED taillights, tilt and telescopic steering, a colour multi-information display within the gauge cluster, an “ECO” mode, micron filtered automatic climate control, two-way heated front seats, and more.

I like the quality inside, thanks to a full soft-touch dash top that curves all the way down to the mid portion of the instrument panel, plus nice pliable synthetic front door uppers, even nicer door inserts, and contrast-stitched armrests side and centre. These match the seat bolsters that also boast contrast stitching in the same orange hue, and unlike the near overwhelming orange overload found in a Subaru Forester Sport I previously tested, Mitsubishi’s subtler colour treatment should appeal to more people.

The primary instrument cluster is nicely organized and well laid out, with a decent size colour trip computer at centre, while the 7.0-inch tablet-style infotainment touchscreen display is especially good, sitting up high atop the centre stack and controlled by the usual tap, pinch and swipe finger prompts. Even better for those who don’t like reaching so far to input commands, Mitsubishi also included a brilliantly designed touchpad on the lower console. That this is all standard kit is most impressive, rivaling some premium brands and outdoing others, such as Lexus that only offers a joystick-like controller or similar touchpad depending on model, not the convenience of both.

The infotainment system also includes standard Apple CarPlay and Android Auto smartphone integration, an excellent rearview camera with dynamic guidelines (although the multi-view one on my tester was even better), Bluetooth phone connectivity with audio streaming, satellite radio (that I listened to most often), and control of devices hooked up to two USB charging/connectivity ports, located right on the centre stack above a rubberized phone tray below. With all of this included as standard, it makes me wonder why Mitsubishi didn’t bother making the electromechanical parking brake standard as well.

The driver’s seat is very comfortable, featuring ample powered adjustability for what I found to be an ideal driving position, thanks to enough rake and reach from the tilt and telescopic steering column, but unfortunately the seatback offered no lumbar support adjustment at all. Again, its good inherent design makes additional lower back support less critical, but as learned from many long road trips it’s always nice to make periodic adjustments in order to appease pressure pain points.

Back to that steering wheel, it’s nicely shaped with a fairly thick leather rim and heatable, which came in handy as summer’s warmth dissipated and evening temperatures delved into single digits. The front seat heaters warmed up nicely too, but with only two temperatures my driver’s seat was often too hot or too cool.

The rear passenger compartment is very roomy and comfortable too, with a folding centre armrest that includes the usual dual cupholders within. The seat heaters are easy to reach on the backside of the front console, and my tester’s rear sunroof complemented the Eclipse Cross’ good rear window visibility for an open and airy passenger experience.

There’s no powered liftgate for accessing the cargo compartment, which would be fine by me, and it’s finished as nicely in back as most any other vehicle in this class too. I would’ve preferred more accommodating 40/20/40 split-folding rear seatbacks than the 60/40 divide Mitsubishi provides, or at least a centre pass-through so I could load skis down the middle while rear passengers enjoyed those aforementioned derriere warmers on the way back from the hill, but as it is only a few mainstream volume-branded competitors offer such premium-like convenience anyway, so it’s not like the Eclipse Cross breaks rank with any compact SUV practicality norms.

Pragmatism in mind, even this sportier SUV needs to measure up when it comes to load hauling capability in order to achieve market acceptance, so it’s good the Eclipse Cross delivers a reasonable amount of cargo space to go along with its generously proportioned passenger compartment. The hard numbers reveal 640 litres (22.6 cu ft) behind the rear seatbacks, and 1,385 litres (48.9 cu ft) aft of the front row when the rear seats are folded down, making it a mere 26 litres (0.9 cubic feet) more accommodating for cargo than the subcompact RVR with both SUVs’ seats upright and 17 litres (0.6 cubic feet) less so when said seats are laid flat.

Comparing it to the larger Outlander that it comes closer to measuring up to externally, the Eclipse Cross loses 328 litres (11.6 cubic feet) behind its rear row and 407 litres (14.4 cubic feet) when both models lower their rear seatbacks. Mitsubishi also includes a heavy-duty removable cargo floor with a hidden compartment below, which is handy for storing dirty items you may not want the nice carpeting above coming in contact with, or for keeping pricier belongings away from prying eyes.

What’s more, when putting those rear seats back into use, their headrests were almost impossible to pull up from their lowered positions. It took all the strength I had, and while I’m no Ben Weider, the level of effort required was ridiculous. I’m guessing these would loosen over time, but that presupposes the owner has ample strength to muscle them up and down enough in order to ease the process. I recommend prospective buyers check this issue before signing on the dotted line, and also that dealers have their service departments add this test to each model’s pre-delivery inspection regimen.

Now that I’m complaining, I heard a disconcerting number of creaks, groans and annoying squeaking sounds emanating from the rear seating area while driving. This might have something to do with the previously mentioned removable cargo floor, but it’s more likely fitment of the second sunroof in back or the rear seats themselves, because some of the creaking noises sounded like leather (or something similar) rubbing together. This said I’d like to test this SUV with cloth seats to find out if that sound disappears.

On the positive, I appreciated having separate power-sliding sunshade controls for the front and rear portions of the panoramic moonroof. This can provide rear passengers with a more fully lit experience, while those up front can have shade drawn if wanted.

Another positive is a rear window wiper that turns on automatically when backing up if the wipers are on up front, and the aforementioned head-up display system was a nice touch too, providing vital information right in front of the driver where it can be seen easily. This is just like the head-up display used by Mazda, in that it powers up a small transparent plastic screen atop the instrument cowl instead of projecting images directly on the windshield, with the only problem in this case being that it’s a bit distracting in some ways, not really blocking the view, but certainly interrupting the mind’s eye. I eventually got used to it to the point that it didn’t bother me one bit, but I’d understand if some complained about it getting in the way.

To leave this review on a more uplifting note, I need to point out one of Mitsubishi’s best attributes, its industry-best five-year or 100,000-km basic (mostly bumper-to-bumper) warranty and 10-year or 160,000-km powertrain warranty. Nothing comes close to this, with most competitors coming up two years or 40,000 km short in their basic warranties, and five years or 60,000 km less generous for their powertrain coverage. Considering Mitsubishi is one of the most well respected brands in other markets around the world, thanks to exceptionally good engineering and better than average reliability, this impressive warranty is a major selling point that any new car buyer should factor in when making a decision.

Overall, Mitsubishi should be commended for establishing the compact SUV-coupe niche within the mainstream volume-branded sector, and while year-to-date 2019 sales numbers of 4,159 units put the Eclipse Cross dead last in its class, when it’s combined with second-to-last Outlander deliveries of 8,568 units, the brand’s 12,727-unit compact SUV total puts it ahead of Subaru, GMC and Kia, which is quite a feat for one of the newest automotive brands in Canada (Mitsubishi Motor Sales of Canada, Inc. was established in 2002). This, together with the Outlander PHEV, the only plug-in hybrid in the segment, shows that innovation remains key to the company’s continued progress, and while some of us might lament the loss of sportier models like the Evo, as well as the Eclipse this SUV was named after, times have changed and only those that adapt survive.

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