“Winter temperatures, precipitation, and snowfall will be above normal,” says The Old Farmer’s Almanac in this year’s Annual Weather Summary for Southern Ontario, while those in Southern BC can…
The new 2020 Porsche 911 Carrera 4 Cabriolet is one of the most appealing all-weather sports cars available. (Photo: Porsche)
“Winter temperatures, precipitation, and snowfall will be above normal,” says The Old Farmer’s Almanac in this year’s Annual Weather Summary for Southern Ontario, while those in Southern BC can expect the next six months to be “colder than normal.”
Are you ready for another bone-chilling winter? Yes, Jack Frost has been a bit naughtier than usual over the past couple of years, and this stormy trend probably won’t end soon, but don’t worry because Porsche has your back.
As any sports car fan knows, the quintessential German performance brand has been rolling out its all-new 2020 911 Carrera in stages throughout this year, and the latest edition is ideally timed to fight off the white fluffy stuff (or more often than not, brown mucky stuff) that makes our roads slippery and challenging to navigate unless you’ve got the right equipment. The gear in question is Porsche’s new 911 Carrera 4 Coupé or 911 Carrera 4 Cabriolet, with the number “4” designating all-wheel drive in Porsche-speak.
The 2020 Porsche 911 Carrera 4 Coupé is now available to order. (Photo: Porsche)
The new Carrera 4 uses the same 3.0-litre twin-turbo flat six as found in the Carrera 2, capable of 370 horsepower and 331 lb-ft of torque. The Carrera 4 Coupe can launch from zero to 100 km/h, which at only 4.5 seconds is a hair (0.1 seconds) faster than the two-wheel drive version when set up with its base seven-speed manual gearbox; or 4.3 seconds with its paddle-shifter enhanced dual-clutch eight-speed PDK, or 4.1 seconds when the latter automated transmission is combined with the model’s Sport Chrono Package.
Additionally, standstill to 160 km/h takes a mere 9.7 seconds with the manual and 9.3 seconds for the PDK, while the two cars top out at 292 and 290 km/h respectively. Alternatively, the Carrera 4 Cabriolet takes an additional 0.2 seconds to complete all sprint times, and achieves a terminal velocity of 289 km/h.
The new Carrera 4 boasts two rectangular tailpipes. (Photo: Porsche)
Just like the 2020 Carrera 4S introduced earlier this year, the new Carrera 4 uses an innovative water-cooled front differential, which incorporates reinforced clutches that increase load capacities and overall durability. When combined with Porsche Traction Management (PTM), the updated front axle drive system improves the Carrera 4’s traction in slippery conditions, while also enhancing performance in the dry.
What’s more, all 2020 911 Carrera owners will get a new standard Wet mode added to the revised steering wheel-mounted drive mode selector, the unique technology automatically maintaining better control over watery or snowy road surfaces when engaged. Each new 911 also receives standard autonomous emergency braking with moving object detection to improve safety further, while a high-definition backup camera and rear parking sensors are also standard equipment.
The new Carrera boasts a stunning interior made from the best materials. (Photo: Porsche)
Porsche Active Suspension Management (PASM) comes standard too, including electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring, standard on S and 4S models, is now optional with the Carrera 4 Coupe and Carrera 4 Cabriolet.
Yet more available options include the Porsche Ceramic Composite Brake (PCCB) system, as well as staggered front to rear 20- and 21-inch alloy wheels, while staggered 19- and 20-inch alloys are standard equipment.
Both Carrera 2 and Carrera 4 models incorporate these redesigned sport seats in standard trim. (Photo: Porsche)
The italicized “4” on the rear deck lid aside, the only way to differentiate the two Carrera 4 models from the two Carrera 2 trims is a twin set of rectangular tailpipes in place of the base model’s dual oval exhaust tips; Carrera 2S and 4S trims featuring four rounded chrome pipes. This said, you can upgrade both Carrera 4 models with a pair of big oval exhaust ports, at which point you’d probably be best to rely on the written designation for classification purposes.
There are no obvious 911 C2 and C4 differences inside, mind you, with both trims coming standard with Porsche’s mostly digital primary gauge package, the traditional analogue tachometer remaining at centre, plus the same 10.9-inch Porsche Communication Management (PCM) touchscreen infotainment system featuring enhanced connectivity, as well as identically redesigned seats.
The entirely new 2020 Porsche Carrera 4 Coupé starts at $111,900, while the Carrera 4 Cabriolet is available from $126,000. Both can now be ordered at your local Porsche retailer.
Porsche’s entirely redesigned third-generation Cayenne only just arrived on the scene as a 2018 model, but as is always the case with the iconic German sports car and sporty SUV brand, new trim levels…
Porsche is adding a new 670 hp Turbo S E-Hybrid trim to its Cayenne lineup for 2020. (Photo: Porsche)
Porsche’s entirely redesigned third-generation Cayenne only just arrived on the scene as a 2018 model, but as is always the case with the iconic German sports car and sporty SUV brand, new trim levels have been expanding the line since then.
From a modest 335 horsepower base V6-powered model up to a stimulating 541 horsepower Turbo version, with a 434 horsepower Cayenne S and a 455 net-horsepower Cayenne E-Hybrid filling the void, Porsche’s Cayenne arsenal seems all-encompassing, although as we’ve just found out it will soon take a marked turn upward in performance and price.
Taking a cue from the 2018 Panamera line, Porsche will be adding a great deal more performance through its plug-in E-Hybrid powertrain, with the all-new Cayenne Turbo S E-Hybrid pushing out a stunning 670 net horsepower, 541 of which comes from the Internal Combustion Engine (ICE), and 134 of which is derived from the electric motor.
The new Turbo S E-Hybrid trim will be available in the regular Cayenne as well as the new Cayenne Coupe. (Photo: Porsche)
The luxury marque’s sport-tuned eight-speed Tiptronic S automatic transmission comes as standard kit, as does Porsche Traction Management (PTM), its active all-wheel drive system. It transmits twist through an electronically variable, map-controlled multi-plate clutch, while an automatic brake differential (ABD) and anti-slip regulation (ASR) are also on the standard equipment list.
Along with all the electrified and twin-turbo 4.0-litre V8 horsepower, the new Cayenne Turbo S E-Hybrid produces a shocking 663 lb-ft of combined torque, including 567 lb-ft from the ICE and 295 lb-ft from the electric motor, allowing it to catapult from standstill to 100 km/h in a supercar-like 3.8 seconds with its standard Sport Chrono Package, or an even more amazing 3.6 seconds with its available Lightweight Sport Package, all before achieving a 295-km/h (183.3-mph) claimed top track speed.
The new Cayenne Turbo S E-Hybrid can launch from zero to 100 km/h in just 3.6 seconds. (Photo: Porsche)
Being that the Cayenne Turbo S E-Hybrid is a plug-in electric vehicle, or PHEV, it can fully rely on motive power from its 14.1-kWh battery over short distances of approximately 40 kilometres. This means owners can achieve zero local emissions quick commutes to and from work, or for running errands near home.
The Cayenne Turbo S E-Hybrid’s lithium-ion battery, which is stowed under the cargo floor, takes just 6 hours to completely recharge when connected to a 230-volt Level 2 household-type charger, but Porsche promises a mere 2.4 hours from a 400-volt supercharger.
Cayenne Turbo S E-Hybrid owners can also download a smartphone app capable of remotely monitoring the charging process. Additionally, this app can prepare the SUV’s automatic climate control system to chosen settings, similarly to how a remote start system can do likewise, but this Cayenne PHEV application only employs the battery for such purposes, rather than the ICE.
The Cayenne Turbo S E-Hybrid takes just 6 hours to completely recharge on a 230-volt Level 2 charger. (Photo: Porsche)
The new 2020 Cayenne Coupe, a more sporting version of the regular Cayenne, will also receive a top-tier Turbo S E-Hybrid trim line. For those not familiar with Porsche’s sleek new addition to the Cayenne lineup, it features a 20-millimetre lower roofline along with a new front windshield that comes framed within shallower A pillars, as well as much more radically tapered rear side windows, totally reshaped rear doors, remoulded rear quarter panels, and a completely new back bumper featuring an integrated license plate holder. These changes result in a minor 19-mm (0.7-inch) increase to the sportier SUV’s width, which when combined with the aforementioned lower height allows for a more aggressive stance than the traditional Cayenne.
A few additional Cayenne Coupe upgrades include a standard adaptive rear spoiler, individual second-row bucket-style sport seats separated by an open centre console bin, plus a standard 2.16-cubic-metre fixed glass panoramic sunroof with an integrated roller sunshade, or an optional lightweight carbon-fibre panel.
The new Cayenne’s interior is superbly designed and crafted. (Photo: Porsche)
The Cayenne Turbo S E-Hybrid, which is now available to order with expected deliveries in early 2020, can be purchased for a lofty $182,200 plus freight and fees, which is $40,400 more than the current 2019 Cayenne Turbo, and more than double the price of the base Cayenne that can be had for just $76,700. The new even sportier looking Cayenne Turbo S E-Hybrid Coupe, which is said to perform identically to the conventional upright version, is available from $187,100, making it $39,100 pricier than the Cayenne Turbo Coupe, and once again more than twice the price of the $86,400 base Cayenne Coupe.
By the way, you can see all 2020 Porsche Cayenne pricing at CarCostCanada, including trims, packages and individual options, plus you can also learn about money-saving rebates as well as dealer invoice pricing that could save you thousands.
As usual we’ve added all the available Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupe photos to our gallery above (including some cool pictographs), and provided the only video Porsche has produced for the new models below. Enjoy!
The new Cayenne Turbo S E-Hybrid Coupé: A master of balance (1:00):
It seems every time I’ve had opportunity to get behind the wheel of Kia’s new Stinger something has come up. Either the car was damaged by a wayward journo or got decommissioned before I could get…
The Kia Stinger GT-Line makes a dramatic pose, and this is on the base model. (Photo: Trevor Hofmann)
It seems every time I’ve had opportunity to get behind the wheel of Kia’s new Stinger something has come up. Either the car was damaged by a wayward journo or got decommissioned before I could get my hands on it, the latter usually due to me being out of town, but just a few days back from my regular winter sojourn in the tropics has me eyeing up a lovely California Red painted Stinger GT-Line in my driveway.
As premium as this car looks, complete with standard automatic dual-function LED headlights, LED daytime running lights, LED positioning lights, body-wide bar-type LED taillights, cool dark chrome exterior trim with the same dark chrome used for the side mirror caps, these additionally adorned with LED signal repeaters, not to mention sharp looking 18-inch machine-finished alloy rims on 225/45 rubber, plus chromed dual exhaust and more, it’s hard to believe this GT-Line is actually the model’s most basic of trims.
The Stinger’s four-door coupe design is totally different than anything else in the mid-size sedan class. (Photo: Trevor Hofmann)
Of course the Stinger starts at a fairly substantive $39,995 plus freight and fees, but despite its somewhat bargain basement Kia nameplate it borders closer to premium territory than most anything else in the mid-size class. And yes, the Stinger is a mid-size sedan. I’ve seen some refer to it as a compact because it rides on the same underpinnings as the Genesis G70, which is a compact luxury competitor that goes up against the BMW 3 Series, Mercedes-Benz C-Class, Audi A4, etcetera, but despite having similar wheelbase lengths at 2,910 mm (114.4 in) to 2,835 mm (111.6 in), both longer than the Kia Optima’s 2,805-mm (110.4-in) wheelbase, the Stinger’s 4,830 mm (190.2 in) overall length stretches 145 mm (5.7 in) farther than the G70, and only comes in 20 mm (0.8 in) shorter than the Optima.
LED headlamps, 18-inch alloys and plenty of sporty design detailing come standard. (Photo: Trevor Hofmann)
Likewise, at 1,870 mm (73.6 in) the Stinger is 20 mm (0.8 in) wider than the G70 and 10 mm (0.4 in) narrower than the Optima, while its height measures 1,400 mm (55.1 in), which is identical to the G70 and 70 mm (2.7 in) lower than the Optima. Those still wanting to call the Stinger a compact will need to take note that it measures a full 190 mm (7.5 in) longer than the Forte sedan (a fairly large compact) with a 210-mm (8.2-in) longer wheelbase, while it’s also 70 mm (2.7 in) wider. In other words, it’s clearly a mid-size model, with a longer wheelbase and more width than the Toyota Camry and Honda Accord too, albeit slightly less overall length and height.
The LED headlights offer up plenty of eye-candy inside. (Photo: Trevor Hofmann)
Its long, low and wide dimensions lend to its four-door coupe-like stance, a sporty profile that’s backed up by dramatic styling and a pampering cabin, at least for its mainstream volume brand status. This isn’t Kia’s first foray into premium territory either, nor is it the South Korean brand’s most lavish. Look no further than the Mercedes S-Class/BMW 7 Series-sized K900 for such pretensions, a car that might only be upstaged for all out luxury by the Volkswagen Phaeton amongst non-premium brands, but like that outlandish VeeDub the K900 didn’t gain enough sales traction to merit continued availability in Canada, and therefore is now finished in our market (it’s still available south of the 49th mind you).
These hood “vents” aren’t functional, but they look great. (Photo: Trevor Hofmann)
While the K900 was truly impressive, it was nowhere near as viable in Canada as this Stinger, which is considerably more affordable, targets a more popular market segment, and focuses more on performance than luxury. In fact, amongst its mid-size competitors I would’ve previously said it comes closest to targeting the Dodge Charger than anything else available, until the Volkswagen Arteon arrived earlier this year. The Arteon, which is based on the European Passat, has effectively replaced the old CC four-door coupe. Other than being smaller and mostly lighter in weight than the near full-size domestic challenger, the two near identically sized and similarly powered imports are basically going after the same performance-oriented buyer (in the Stinger’s base trim at least), although with a single-trim base price $8k higher than the Stinger the new Arteon is pushing quite a bit further into the premium market.
Black chrome mirror caps add a custom look. (Photo: Trevor Hofmann)
Incidentally, the Stinger’s curb weight ranges from 1,729 – 1,782 kilos (3,812 – 3,929 lbs) with its as-tested 2.0-litre turbocharged four-cylinder, or 1,873 – 1,889 kg (4,129 – 4,165 lbs) with its optional V6, while the Arteon weighs in at 1,748 kg (3,854 lbs) and the Charger hits the scales at 1,823–1,980 kg (4,021–4,530 lbs). While lighter than the Dodge, the all-wheel drive Kia and VW models are nevertheless quite a bit heavier than the aforementioned mid-size front-drivers, giving the Stinger, at least (I’ve yet to test the Arteon, which is booked for late August), a more substantive and therefore premium feel.
There’s more black chrome throughout the rest of the Stinger design, while these base wheels are stunning. (Photo: Trevor Hofmann)
It really does reach to a higher level inside, with luxury brand details such as fabric-wrapped A, B and C roof pillars, a soft-touch dash with a really nicely finished padded instrument panel, plus soft door uppers front and back. All of the switchgear is nicely fitted with good damping, some even aluminized for an upscale look and impressive feel, while the perforated leather is certainly good for a base model from a volume brand.
Now that I’m talking features, standard kit includes a heatable leather-wrapped flat-bottom sport steering wheel that’s sized ideally for performance and feels good in the hands, plus a leather and chrome adorned shift knob (ditto), piano black interior trim, comfortable and supportive heated eight-way power-adjustable front seats with four-way powered lumbar, an auto-dimming rearview mirror, power-folding side mirrors, dual-zone automatic climate control, LED interior lighting, ambient mood lighting, and a 7.0-inch touchscreen that’s really my only point of contention, being that it’s a bit small and doesn’t fit flush within its fixed upright mounting and therefore looks outdated.
The LED taillights extend across the Stinger’s entire backside. (Photo: Trevor Hofmann)
It incorporates the usual rearview camera, Apple CarPlay and Android Auto smartphone integration, and Kia’s exclusive UVO Intelligence connected car services bundle, while the nine-speaker audio is pretty decent for a base system, even including standard satellite radio, and the wireless phone charger is a mighty impressive standard item too.
A proximity-sensing key fob gets you inside and a silver metallic button ignites the engine, again all standard kit, while the electromechanical parking brake releases automatically. The aforementioned backup camera joins standard rear parking sensors and rear cross-traffic alert to make sure the Stinger’s glittering paint remains scratch free, the latter item packaged together with standard blindspot detection. Once facing forward, simply choose the most fitting Drive Mode Select setting from Smart, Eco, Comfort, Sport or Custom, leave the eight-speed Sportmatic automatic transmission in Drive or slot the lever into manual mode to make the most of the standard steering wheel paddles, which is the best way to get all 255 horsepower and 260 lb-ft of torque out of the direct-injected turbocharged 2.0-litre four-cylinder.
Kia carries the Stinger’s sharp looking exterior design into the interior where build quality and refinement are also very good. (Photo: Trevor Hofmann)
It’s just the base powertrain, but thanks to 100-percent of its torque coming on at just 1,400 rpm, and all four wheels engaging the tarmac simultaneously the base Stinger pulls strongly from standstill right up to highway speeds and beyond. Its dual exhaust makes a nice rorty note, complementing the engine’s sonorous tone, the Stinger providing an enjoyable audio track to go along with its rapid acceleration. Certainly the base engine isn’t as intensely satisfying as the optional twin-turbo 3.3-litre V6, that beast making 365 horsepower and 376 lb-ft of torque (no optional powertrain is offered in the Arteon), but the turbo-four is a compromise I’d be happy to live with, especially when factoring in its much friendlier fuel economy of 11.1 L/100km in the city, 8.1 on the highway and 9.7 combined, compared to 13.6, 9.6 and 11.8 for the V6 respectively, both incidentally aided by auto start/stop technology.
Most of the interior’s upper half is soft touch, while all the roof pillars are fabric-wrapped. (Photo: Trevor Hofmann)
The last thing you’ll be thinking about when coursing down a circuitous mountainside road is fuel efficiency, the Stinger’s fully independent MacPherson strut front and multi-link rear suspension setup, with gas shocks and dynamic dampers, tautly sprung for a firm ride that grips like a sports car, yet despite this athleticism it’s hardly punishing, the suspension plenty compliant.
Braking is strong too, four-cylinder models utilizing 320 mm (12.6 in) vented discs up front and 314 mm (12.4 in) solid rotors in the rear, with the upgraded powerplant receiving a more robust Brembo braking system featuring 350 mm (13.8 in) vented discs in front and 340 mm (13.4 in) vented discs in back.
The base model gets a simpler instrument cluster, but it works well. (Photo: Trevor Hofmann)
The Stinger’s long, lean shape not only splits the air easily for maximizing high-speed aerodynamics, it also provides a decent amount of rear headroom (about three inches above my five-foot-eight frame) while lending itself nicely to non-traditional cargo access, at least for the mid-size sedan segment. Where the Optima and most everything else in the class use a conventional lidded trunk, the Stinger follows the raked liftback lead provided by four-door coupe forerunners such as Audi’s A5/A7 Sportback, BMW’s 4 Series, Porsche’s Panamera, Aston Martin’s Rapide, and back down to reality, the Arteon, this Kia’s sizeable opening making the most from 660 litres (23.3 cu ft) of capacity behind the rear seats, or for that matter expanding on the rearmost volume to a total of 1,158 litres (40.9 cu ft) when those 60/40 split seatbacks are folded down.
The base 7.0-inch touchscreen was a bit disappointing. (Photo: Trevor Hofmann)
Yes, the Stinger is as practical to live with as it’s great to look at, wonderful to drive, and impressively finished. I’ll need to spend a week with the new Arteon to see if its higher price brings anything more than a German label, but its interior detailing will need to be mighty impressive to upstage this base Stinger GT-Line, and if recent experience with the Passat is anything to go by it may fall a bit short. With all options added the Arteon hits the road at just over $53k, which is more than even the highest priced GT Limited 20th Anniversary Edition of the Stinger that slots in at $51,495 and comes with special 19-inch alloy wheels, carbon-fibre inlays, red Nappa leather upholstery, plus red-stitched “Stinger” floor mats, whereas the mid-range GT starts at $44,995 and the regular GT Limited at $49,995 (check out the prices of all 2019 Stinger trims, packages and options at CarCostCanada, plus find out how you can save hundreds and even thousands through manufacturer rebates as well as dealer invoice pricing).
These leather-clad sport seats are comfortable and supportive. (Photo: Trevor Hofmann)
These latter two trims get unique 19-inch wheels, an upgraded suspension with Dynamic Stability Damping Control (DSDC), sound-reducing front side door glass, auto-dimming side mirrors, stainless steel door scuff plates, stainless steel sport pedals, carbon-fibre-like inlays (replacing the piano black interior trim), shift-by-wire transmission control (which replaces the base model’s shift-by-cable system) a powered tilt and telescopic steering column, driver’s side memory, an under-floor storage tray, a large “full-width” sunroof, a gesture-control powered liftgate, and a luggage net.
The rear seating area provides plenty of space in all directions. (Photo: Trevor Hofmann)
Lastly, the top-line GT Limited adds exclusive cornering headlamps, rain-sensing wipers, aluminum finish décor trim (in place of the carbon-fibre), a black headliner, a 7.0-inch Supervision LCD/TFT instrument cluster, a head-up display (HUD) unit, a HomeLink universal garage door opener, premium Nappa leather upholstery, ventilated front seats, heatable rear outboard seats, an upgraded driver’s seat with a four-way “air cell” lumbar support system, power-adjustable bolsters, and a powered lower cushion extension, a one-inch larger 8.0-inch centre touchscreen (that should be standard) with a 360-degree surround camera monitoring system and navigation, a 15-speaker Harman Kardon audio upgrade, adaptive cruise control, autonomous emergency braking (that’s normally standard), lane keeping assist, and driver attention alert.
The Stinger’s convenient liftback adds to its overall livability. (Photo: Trevor Hofmann)
So there you have it, another great car from a brand that deserves much more respect and success than it gets. Year-over-year sales of the Stinger have dropped off a bit over the first half of 2019, down 14.38 percent with 750 units down Canadian roads, but it’s getting pretty close to the Optima that’s (yikes) down 44.67 percent over the same two quarters at 872 deliveries. In case you’re wondering how it measures up to regular front-drive mid-size models, the Camry kills in this class with 8,586 unit sales over the same period (up 12.87 percent), while the Accord came in second with 5,837 deliveries (down 9.71 percent). As for the Arteon, it only found 184 customers so far this year, but it only went on sale this spring so we’ll have to wait in order to find out how well it does. The Passat, incidentally, only sold 474 units through Q2, which put it down 75.55 percent year-over-year.
The Stinger’s load carrying capacity is impressive. (Photo: Trevor Hofmann)
Of the 14 models competing in the mid-size class (Stinger and Arteon included, and Charger considered a full-size/large car), nine have lost ground, one hasn’t been around long enough to quantify, and four have increased sales, while the Stinger’s small drop in popularity is much less worrisome than most peers, and more resultant of the entire segment’s downturn than disinterest in the car itself. I experienced just the opposite during my test week, with plenty of long smiling stares and positive nods as I drove by. The Stinger gets plenty of respect, and over the long haul should do a lot to raise Kia’s overall brand image. If you’re in the market for a great looking, sporty four-door with the practicality of a hatch, you should take a long look and a quick ride in the Kia Stinger.
If you don’t know about the all-new eighth-generation 2020 Porsche 911 yet, where have you been hiding? It was introduced at the Los Angeles Auto Show back in November of 2018, while the Cabriolet arrived…
The new base 2020 911 Carrera Cabriolet looks much the same as the Carrera S that was shown in January, which is a very good thing. (Photo: Porsche)
If you don’t know about the all-new eighth-generation 2020 Porsche 911 yet, where have you been hiding? It was introduced at the Los Angeles Auto Show back in November of 2018, while the Cabriolet arrived at Detroit’s North American International Auto Show in January. Those two cars we first saw seven and nine months ago, however, were mid-range Carrera S models, so it was high time Porsche released images and info about its base Carrera Coupe and Cabriolet.
The formidable S will soon arrive with 443 horsepower and 390 lb-ft of torque, resulting in 3.7 seconds from zero to 100km/h for the C2S and 3.6 seconds for the C4S, or 3.5 and 3.4 seconds respectively when the Sport Chrono Package is added, but take note that while the new base Carrera isn’t as intensely capable off the line it’s still a force to be reckoned with.
This 911 Carrera Coupe certainly doesn’t look like a “base” model. (Photo: Porsche)
The new 911 Carrera Coupe and Cabriolet share the same basic 3.0-litre horizontally opposed twin-turbocharged six-cylinder engine, but it features a different set of turbochargers for a more conservative yet still considerable 379 horsepower and 331 lb-ft of torque. Take note these new numbers add 9 horsepower over the outgoing 2019 model, resulting in standstill to 100km/h in just 4.2 seconds or 4.0 with its Sport Chrono Package, which is a big step up from the outgoing base Carrera that could only manage 4.6 or 4.2 seconds respectively.
In an unusual move, at least for Porsche, the new 911 Carrera will initially only be available with the brand’s new eight-speed dual-clutch PDK gearbox, which is up one gear from the outgoing automatic. This upgraded transmission was originally announced with the Carrera S that also won’t see its seven-speed manual arrive until later in the model year.
The Cabriolet’s stop top is larger in order to cover a more accommodating interior. (Photo: Porsche)
The new 2020 Carrera Coupe maxes out at 293 km/h (182 mph), which is identical to the outgoing 2019 model and slightly below the new 2020 Carrera S Coupe that tops out at 306 and 308 km/h (190 and 191 mph) with and without the Chrono Sport Package respectively. The Cabriolet, on the other hand, will be capable of a 291-km/h (181-mph) top speed, its ability to nearly keep up with the hardtop version due to magnesium surface elements dubbed “bows” integrated within the redesigned fabric roof’s structure that prevent “ballooning” at high speeds.
Incidentally, that soft top, which is now larger in order to snuggly fit over a more accommodating cabin, can open and close while driving at speeds of up to 50 km/h (30 mph), and takes just 12 seconds to fully perform this function due to revised hydraulics, a process that also powers an electrically extendable wind deflector to keep gusts of air from discomforting the driver and front passenger.
Get ready for a larger, roomier cabin with better technology and more luxury. (Photo: Porsche)
Below that well insulated top, the new 911 Carreras get a totally updated interior with a big 10.9-inch high-definition centre touchscreen, while new driving tech includes Porsche’s exclusive Wet Mode that allows for more control during inclement weather to improve safety.
While all features just noted are standard with the Carrera S, the new base model will receive a smaller set of uniquely designed 19-inch alloy wheels on 235/40 ZR performance tires in front as well as a larger set of 20-inch alloy rims wearing 295/35 ZR rubber at the back. What’s more, the regular Carrera’s 330-millimetre brake discs are also smaller than the Carrera S rotors, these pressed down on via black-painted four-piston monobloc fixed calipers, whereas the base model’s exhaust system features special individual tailpipe covers.
Porsche’s dual-clutch PDK automated transmission, which moves up from 7 to 8 forward speeds, is standard off the mark. (Photo: Porsche)
So far Transport Canada hasn’t provided fuel economy figures for the upcoming 2020 911 models, but Porsche is claiming that its new base Coupe and Cabriolet will be good for 9.0 and 9.2 L/100km city/highway combined respectively on the New European Driving Cycle (NEDC).
Fortunately Porsche has announced Canadian prices, with a significant increase over the outgoing model’s $104,000 base price to $111,000, while the Cabriolet’s entry price has increased from $118,100 to $125,600. Porsche is no doubt banking on the two new models’ many improvements justifying those $7,000 and $7,500 price increases, one of which is the standard PDK automatic (prices may be reduced when a manual arrives), but it will be interesting to see how more value-driven competitors, such as the new 526-horsepower mid-engine C8 Corvette, which will start here in Canada at just $69,998, will eat into 911 sales.
Nevertheless, the 2020 Porsche 911 Carrera Coupe and Cabriolet can be ordered now and will be delivered early next year, while all-wheel drive versions will be available soon. While you’re waiting to get yours, make sure to enjoy the complete photo gallery above and the lone video below:
The new 911 Carrera Coupé and 911 Carrera Cabriolet. (1:00):
Bentley only just launched its third-generation Continental GT, and now they’ve got us thinking about what might be coming down the pike in a decade and a half. The Bentley EXP 100 GT “reimagines…
The EXP 100 GT, shown here at its introduction, actually features an illuminated grille. (Photo: Bentley)
Bentley only just launched its third-generation Continental GT, and now they’ve got us thinking about what might be coming down the pike in a decade and a half.
The Bentley EXP 100 GT “reimagines the Grand Tourer for the world of 2035,” says the ultra-luxury brand’s press release, with a new take on the Continental GT’s elegant long-hooded, sweptback, two-door profile, complete with a massive backlit grille, dazzling circular headlamps, and ornately detailed eye-like OLED taillights, its plentiful body panels featuring special Compass “exterior paint made from recycled rice husks,” says Bentley.
Where the front end could only be a modern-day Bentley, the car’s rear design is longer and more pointed than anything we’ve seen from the brand since its ‘50s era R-Type Continental, extending this avant-garde carbon-fibre and aluminum-clad prototype to a lengthy 5.8 metres (19.0 feet) for what should be superb legroom front to rear, while occupants of this 2.4-metre (7.9-foot) wide mega-coupe certainly won’t be rubbing shoulders either.
Nothing screams exotic like scissor doors. (Photo: Bentley)
The “100” in the EXP 100 GT’s name, incidentally, pays direct reference to Bentley’s 100th anniversary, W. O. Bentley’s namesake firm having started business in 1919 at Cricklewood, North London, while the Volkswagen-owned brand is now located some 267 km (166 miles) northwest in Crewe, Cheshire, England.
“Today, on our Centenary, we demonstrate our vision of the future of our Marque, with the Bentley EXP 100 GT – a modern and definitive Grand Tourer designed to demonstrate that the future of luxury mobility is as inspirational and aspirational as the last 100 years,” said Adrian Hallmark, Bentley Chairman and CEO. “Bentley has, and will continue to enhance and enrich every single journey and the lives of every single person who travels in, or has the honour to be a part of creating our extraordinary products.”
Its rear overhang is lengthy to say the least, adding to the car’s elegant lines. (Photo: Bentley)
As pretty as the EXP 100 GT is, it’s much more than merely a design exercise, but rather a cornucopia of advanced future-think hardware and software. It’s 100-percent electric, a given with far-off concepts these days, but then again its four-motor wheel-integrated “Next Generation Traction Drive” powertrain includes torque vectoring and makes an incredible 1,100 pound-feet of torque (1,500 Nm), resulting in a zero to 100km/h sprint time of “less than 2.5 seconds” claims Bentley, much thanks to its aforementioned lightweight materials that help keep its weight down to just 1,900 kilograms (4,189 lbs) (considerably less than the current base Continental GT’s 2,244-kg/4,947-lb curb weight), while its maximum range should top 700 kilometres (435 miles), as long as cruising speeds are kept far lower than its terminal velocity of 300 km/h (186 mph).
The OLED tail lamps should be plenty bright in any light. (Photo: Bentley)
The EXP 100 GT will include “future battery technology” with “intelligent power and charge management” that will allow “five times the conventional energy density,” says Bentley, while recharging the battery from near empty to 80 percent of capacity will only take 15 minutes. Of note, charging is automatically taken care of via the advanced artificial intelligence (AI) infused Bentley Personal Assistant, a do-all system designed to make the most of every journey.
“The Bentley EXP 100 GT represents the kind of cars we want to make in the future,” said Stefan Sielaff, Director of Design. “Like those iconic Bentleys of the past, this car connects with its passengers’ emotions and helps them experience and safeguard the memories of the really extraordinary journeys they take.”
Bentley is up to its usual magic inside, but all materials are sustainable and sourced from unusual materials. (Photo: Bentley)
“Whether driving or being driven autonomously” (Bentley promising its car of the future will be capable of both), the EXP 100 GT’s interior is every bit as sumptuously attired as Crewe’s current creations and those from its storied past. With seating for two or four, the big coupe gets all the leather, fabrics, glass, wood and metal anyone familiar with Bentley expects, except that the Bridge of Weir alternative-material hides are actually made from 100-percent bio-based winemaking byproducts, thus saving a handful of Herefords from the slaughterhouse, while its embroidered door panels are made by London-based Hand and Lock using “traditional techniques that date back to 1767 and are used on Royal and Military Dress uniforms,” its electronic interfaces covered with Cumbrian crystal, its sustainable peat bog-, lake- and river-sourced Copper Infused Riverwood harking back half a myriaannum (5,000 years), and its metal being genuine aluminum and copper, the combination apparently paying tribute to an alloy created by the aforementioned founder for his BR1 Aero engine piston, which played a significant role in securing the air theatre during World War 1.
Not your average roof, this clear greenhouse provides natural and synthesized light. (Photo: Bentley)
Bentley sheds both harvested natural light and synthesized light on the EXP 100 GT’s interior via “an innovative glass roof embedded with prisms that collect light and transfer it into the cabin using fibre optics,” while all occupants’ feet will rest upon British Farmed Wool carpets, and embroidered cotton interior surfaces also help to create a more sustainable atmosphere.
The seats use intelligent, adaptable biometrics configured in three different ways, their positions dependent on whether you’re driving or being driven. Biometric sensors monitor the automatic climate control system too, plus the passenger position, and exterior environmental conditions in order to provide ultimate comfort, while biometric sensors embedded throughout the interior track eye and head movements, blood pressure, plus more in order to deliver a level of in-car comfort that far exceeds anything currently available. The cabin can even be automatically aerated with a refreshing sandalwood and moss fragrance.
Leather from winemaking byproducts? As long as is doesn’t raise our blood alcohol levels we approve. (Photo: Bentley)
Whether or not we’ll see this particular Bentley coupe by 2035 is anyone’s guess, although it should be noted that carmakers need to plan their models far into the future in order to arrive when needed, so something similar may actually be in process. We certainly wouldn’t complain if Bentley offered us a production EXP 100 GT like this to test in 15 or so years, with or without all of this concept’s innovatively sustainable features.
The EXP 100 GT is a vision of dramatic beauty that would be welcomed to car enthusiasts in any era, and possibly more true to its brand heritage than the all-electric, fully autonomous two-box SUV/MPV they’ll likely show up with by that time.
Until we truly find out what’s in the AI-dealt carbon-fibre cards, check out our complete gallery above as well as the four videos Bentley supplied below.
The Bentley EXP 100 GT: The Future of Grand Touring | Bentley (2:52):
24 Hours to go before Bentley reveals the Future of Grand Touring | Bentley (0:41):
Those who follow the electric vehicle industry have been excited about the upcoming 2020 Taycan since the Mission E concept arrived on the 2015 Frankfurt auto show stage, and thanks to the first two stints…
The new 2020 Porsche Taycan started its three-continent world tour off in Shanghai, China. (Photo: Porsche)
Those who follow the electric vehicle industry have been excited about the upcoming 2020 Taycan since the Mission E concept arrived on the 2015 Frankfurt auto show stage, and thanks to the first two stints of a three-continent “Triple Demo Run” the low-slung four-door coupe appears to be almost ready for prime time.
The first event was held at the beginning of this month on a handling track at the Porsche Experience Centre (PEC) in Shanghai, China, while just last weekend the new Taycan silently whisked up the hay bale-lined “Hill Run” as part of the UK’s Goodwood Festival of Speed. Soon, on July 13th, the automotive tripleheader will wrap up at the season finale of the ABB FIA Formula E Championship in New York City.
Porsche Carrera Cup Asia driver Li Chao took to the wheel around the 1.4-km Shanghai racetrack in a road-ready albeit pre-production Taycan, this version wearing a red dragon on its rooftop, which was the least camouflaged version of the car seen up to that point.
The Taycan’s performance was demonstrated on the handling track at the Porsche Experience Centre (PEC) in Shanghai. (Photo: Porsche)
“The exceptional performance typical for Porsche was a clear development objective for the Taycan. You can sense that right from the start,” commented Li Chao, particularly impressed by the Taycan’s handling. “From uncompromisingly sporty to surprisingly comfortable, the chassis of the new Taycan covers a wide range and successfully combines the precise handling of a sports car and the long-distance comfort of a saloon. In addition to its low centre of gravity, the rear-axle steering also plays a crucial role. The Taycan steers into corners very directly and has plenty of grip.”
The Taycan incorporates a fast-charging 800-volt architecture and a 90-kWh lithium-ion battery, combining for 592 horsepower (600 PS) and a terminal velocity of 250 km/h-plus, while possibly even more impressive the new four-place sport sedan sprints from zero to 100 km/h in under 3.5 seconds before achieving 200 km/h in less than 12 seconds.
Porsche Carrera Cup Asia driver Li Chao, at the wheel in Shanghai, praised the Taycan for its “exceptional performance.” (Photo: Porsche)
Videos (below) of the Taycan touring through Shanghai, and another bearing a blue and grey Union Jack on its rooftop as it charges up the Goodwood Festival of Speed hill climb help verify the new car’s ultra-quick acceleration.
“The Taycan’s power delivery is awesome,” said multiple racing winning past-F1 driver and LMP1/Porsche 919 Hybrid World Endurance Championship (WEC) contender Mark Webber, who was piloting the Taycan for the Goodwood event. “I took part in this event in a Porsche 911 GT2 RS two years ago, so I already knew that it all comes down to power and traction. But, even for a thoroughbred racing driver like me, it is amazing how the Taycan – even though it’s still a prototype – accelerates off the start and out of the corners.”
This upcoming weekend’s New York City demo run will have current ABB FIA Formula E Championship driver and 2016 24 Hours of Le Mans winner (at the wheel of a WEC Porsche LMP1 car) Neel Jani in the driver’s seat, so make sure to check that one out on your favourite video streaming website.
The second “Triple Demo Run” stint saw the Taycan speeding up the Goodwood Festival of Speed hill climb. (Photo: Porsche)
As exciting as the multi-continent debut of the Taycan has been so far, and despite its obviously quick acceleration, extreme handling prowess, arguable good looks, and the highly respected Porsche name on its backside, much talk about the Taycan has centered on whether or not this newcomer will find sales traction, at least to the levels of EV darling Tesla.
Tesla has owned the electrified sport-luxury sedan market since the Model S arrived in 2012, the shapely albeit somewhat dated looking mid-size model doing so well on the sales charts that it’s beaten all but BMW’s 5 Series and the mighty Mercedes-Benz E-Class in recent years. Canadian Model S sales were off by 6.3 percent last year and a whopping 56 percent during Q1 of 2019, but thanks to all the Germans spiraling in the same downward trajectory but Audi, the American brand has still managed to hang on to third in the rankings.
The Taycan silently sprints to 100km/h in less than 3.5 seconds, so it didn’t hesitate up the Goodwood Estate driveway. (Photo: Porsche)
I shouldn’t say all Germans, because Porsche saw 40.1 percent growth from its Panamera last year, a car that was also only flat over the first three months of 2019 with a fractional loss of 0.8 percent, and while Tesla’s Model S outsold the Panamera by nearly three to one throughout 2018, and 2.5 to one during Q1 this year, the success of both models bode well for the new four-door Taycan.
In case you were wondering, the Panamera (which is currently available with various conventional gasoline internal combustion engines as well as two plug-in hybrid powertrains) is nearly identical in key dimensions to the Model S, other than being slightly longer from nose to tail, while the Taycan’s dimensions have yet to be disclosed. If the final production model comes close to the Mission E concept, however, it will be a bit shorter albeit substantially wider and dramatically lower than both, but nevertheless fit within the same mid-size E-segment category.
F1 veteran Mark Webber was at the wheel for the UK event. (Photo: Porsche)
So here’s the question: As good as the Porsche Taycan appears to be, can it somehow manage make a real dent in Tesla’s very real sales leadership? It makes sense that luxury competitors such as Jaguar might have trouble luring in EV buyers, even with their potentially more appealing crossover-style I-Pace offering, being that the British brand already struggles to sell significant numbers of its conventionally powered models, but Audi, one of the hottest luxury brands, recently brought an all-electric crossover SUV to market too, and the E-Tron hasn’t exactly lit up the sales charts either.
Specifically, electric vehicle sales in the U.S. increased by a whopping 120 percent in June, but almost all the credit goes to Tesla that accounted for 83 percent of market share thanks to 20,550 Model 3 (a compact D-segment sedan), 2,725 Model X (a crossover SUV), and 1,750 Model S deliveries. Not including Tesla, EV sales were up 30 percent in June, which is good, but the numbers of each model were small by comparison.
The Taycan has been tested on all parts of the globe, and will soon be ready for production. (Photo: Porsche)
Out of a total 29,632 EV sales, 23,914 were Teslas and 4,718 were from other brands. Those other brands weren’t exactly reaping in the rewards of their efforts either, with Nissan merely finding 1,156 new Leaf buyers, Chevy luring in just 1,190 new Bolt owners (its poorest result so far this year), Honda surprisingly finding 1,092 Clarity FCV (Fuel Cell Vehicle) leasers, previously-noted Audi actually slipping to 726 new E-Tron customers (after 253 sales in its first month of April, and 856 in May), BMW enjoying its best month of the year with 473 i3 sales, Jaguar achieving its second-best month with 236 I-Pace deliveries, Toyota leasing out 166 units of its Mirai FCV, Hyundai selling 127 Kona EVs, and the deliveries of models such as the Kia Soul EV, Volkswagen E-Golf, etcetera, unaccounted for due to being lumped in with the conventionally powered models that bear the same name.
With such low sales it makes sense that the manufacturers listed aren’t profiting from their multi-billion investments in battery-electric models, while even Tesla has struggled to make any sustained profits in this burgeoning EV market sector. Will the Taycan finally break into the mainstream like Tesla’s Model S? Of course, we’ll need to wait and see how the luxury market responds after the final production version arrives on the auto show circuit in September, and goes on sale later this year.
Until then, make sure to check out our full photo gallery above and the three videos below showing the new 2020 Porsche Taycan in action:
Kicking off in China: the Porsche Taycan prototype visits Shanghai (1:00):
Porsche Taycan prototype visits Goodwood Festival of Speed 2019 (1:41):
Hey Porsche, watch this video. Love, Electricity (1:03):
The Cayenne has long been respected as one of the sportiest crossover SUVs in the entire automotive industry, both in performance and styling, but that hardly held Porsche back from joining the crossover…
New for 2020, Porsche just revealed the Cayenne Coupe, ready to go up against the BMW X6, Mercedes GLE Coupe, Audi Q8, and even the Lamborghini Urus. (Photo: Porsche)
The Cayenne has long been respected as one of the sportiest crossover SUVs in the entire automotive industry, both in performance and styling, but that hardly held Porsche back from joining the crossover coupe fray, evidenced by the all-new 2020 Cayenne Coupe.
Prior to the Cayenne’s arrival in 2002, BMW’s X5 firmly held the sportiest SUV mantle, but at least from a design perspective the Bavarian automaker arguably took that title back in 2007 with the introduction of the X6 Sports Activity Coupe, a model that ushered in an entirely new niche market segment.
A more raked back windscreen, 20-mm lower roofline, and more radically sloped C/D pillars and rear glass make for a dramatically different Cayenne. (Photo: Porsche)
The brave albeit short-lived Acura ZDX quickly followed the X6 in 2009, after which came the Mercedes-Benz GLE-Class Coupe in 2015, the Lamborghini Urus in 2017, and the Audi Q8 last year.
Being that the latter two, along with Audi’s Q7, Bentley’s Bentayga, and Volkswagen’s own Touareg, share VW group’s MLBevo platform architecture, this Cayenne Coupe’s arrival was only a matter of time. More importantly, it could very well become the most successful of the three VW group luxury crossover coupes, let alone all others in this uniquely positioned slice of the luxury SUV market due to Porsche’s enormous brand power and seemingly forever rising star.
Despite its sleeker shape, Porsche has design the new Cayenne Coupe to accommodate four passengers in comfort, plus all of their cargo. (Photo: Porsche)
“The Coupé includes all the technical highlights of the current Cayenne, but has an even more dynamic design and new technical details that position it as more progressive, athletic, and emotional,” said Oliver Blume, Chairman of the Executive Board of Porsche AG.
Whether you think of the new Coupe as a sportier Cayenne with less cargo space, or alternatively as a raised Panamera with a more rugged personality and better off-road prowess, the new model also provides Porsche with the opportunity to grow the size of its traditional Cayenne when the next generation arrives, if it so chooses, just like BMW has made its X5 more family friendly over the years, even adding a third row.
The new 2020 Cayenne Coupe makes a distinctive statement on the road. (Photo: Porsche)
“The significantly more steep roof line that falls away to the rear makes the Cayenne Coupé appear even more dynamic, and positions it as the sportiest-looking model in the segment,” added Michael Mauer, Vice President Style Porsche.
To be clear, everything below the new Coupe’s 20-millimetre lower roofline, which includes a new front windscreen and shallower A pillars, is pretty much 2020 Cayenne, other than its much more tapered rear side windows, reshaped second-row doors, new rear quarter panels, and a revised back bumper, the latter of which now includes an integrated license plate holder. The result is a slight 19-mm (0.7-inch) increase in overall width, which along with the lower ride height adds to its more aggressive stance.
The new Cayenne Coupe uses active aerodynamics to add rear downforce while simultaneously making the SUV slipperier through the air. (Photo: Porsche)
Additional Cayenne Coupe highlights include an adaptive rear deck lid spoiler, individual rear seats split by an open centre console bin, plus two different roof choices that include a standard 2.16-cubic-metre fixed glass panoramic sunroof with an integrated roller blind, or an optional carbon-fibre panel.
A more common rooftop spoiler works in tandem with the adaptive rear deck lid spoiler. (Photo: Photo: Porsche)
Like with the regular Cayenne, the Cayenne Coupe will be first to its market segment with an adaptive rear spoiler, the former SUV using a roof-mounted version for its top-line Turbo model. The active aerodynamic aid comes standard with the new Coupe, extending by 135 mm (5.3 inches) when the SUV hits 90 km/h. In addition, a smaller rooftop spoiler joins the active rear deck lid spoiler to optimize airflow. The system, which is dubbed Porsche Active Aerodynamics (PAA), both increases downforce on the rear axle to improve handling, and improves high-speed aero efficiency for less wind noise and better fuel economy.
Incidentally, if you want your Cayenne Coupe with a carbon roof you’ll need to opt for one of three lightweight sports packages, which also include various Sport Design features, special 22-inch GT Design wheels, classic hound’s-tooth Pepita checked fabric seat inserts, plus carbon and suede-like Alcantara interior accents. Additionally, the Cayenne Coupe Turbo gets a sport exhaust system.
An optional carbon fibre roof panel comes as part of three available lightweight sports packages. (Photo: Porsche)
That upgraded exhaust manages waste gases for the same twin-turbocharged 4.0-litre V8 engine as the regular Cayenne SUV, which is good for 541 horsepower and 567 pound-feet of torque. With an official zero to 100km/h sprint time of 3.9 seconds the new Cayenne Coupe Turbo’s acceleration will only be bested by the aforementioned 650-horsepower Lamborghini Urus that manages the feat in just 3.6 seconds, leaving the 567-horsepower X6 M and 577-horsepower AMG-Mercedes GLE 63 S Coupe needing 4.2 seconds apiece to achieve the same feat. Of note, the smaller 503-horsepower AMG-Mercedes GLC 63 S Coupe zips from standstill to 100km/h in just 3.8 seconds, while the identically powerful BMW X4 M requires 4.1 seconds to hit the same mark. Incidentally, the Cayenne Coupe Turbo gets a claimed terminal velocity of 286 km/h.
Two powertrain options make for a dual-personality crossover coupe, one with sporty, spirited performance and another that dominates most rivals. (Photo: Porsche)
If you’re wondering where Audi’s new Q8 fits into the realm of slant-back SUVs, with one sole 335 horsepower turbocharged 3.0-litre V6 at its beck and call it’s clearly targeting the entry-level portion of the mid-size luxury sport utility coupe segment, and to that end the new base Cayenne Coupe comes fitted with identical output to the Audi, plus the same as found in the standard Cayenne.
The new Cayenne Coupe’s interior mirror’s the recently redesigned regular Cayenne’s in most respects, especially when it comes to the instrument panel. (Photo: Porsche)
The entry model’s turbocharged 3.0-litre V6 is therefore good for 335 horsepower and 332 lb-ft of torque, which allows for a 6.0-second run from naught to 100km/h in standard guise, or 5.9 seconds with one of its lightweight sports packages—the Sport Chrono Package comes standard across the entire Cayenne Coupe line. Interestingly, Porsche claims 5.9 seconds to 100km/h for the regular base Cayenne when fitted with its Sport Chrono Package, which actually makes it 0.1 seconds quicker than the new Coupe. Likewise, the base Cayenne has a top speed of 245 km/h, whereas the entry-level Coupe’s terminal velocity is a claimed 243-km/h. Splitting hairs? Of course, but that’s par for the course in this high-priced, high-performance game.
Special 8-way sport seats, with available hounds-tooth cloth centres, are unique to the Cayenne Coupe. (Photo: Porsche)
Additional standard equipment on the new Coupe includes speed-sensitive Power Steering Plus, Porsche Active Suspension Management (PASM), and 20-inch alloy wheels, all costing more with the regular Cayenne.
Pricing in mind, the 2020 Cayenne Coupe will start at $86,400 plus freight and fees, whereas the Cayenne Coupe Turbo will be available from $148,000.
This large fixed panoramic sunroof comes standard. (Photo: Porsche)
Other notable changes from regular Cayenne to Coupe form include a sportier set of eight-way power-adjustable performance seats with more pronounced side bolsters, while rear passengers will sit 30 mm (1.18 inches) lower to allow for extra headroom.
As noted earlier, that tapered roofline also negatively impacts the Cayenne Coupe’s cargo capacity, but it’s only off by 145 litres (5.1 cubic feet) compared to the regular Cayenne, the base Coupe good for 625 litres (22.0 cu ft) behind its 40/20/40 split-folding rear seatbacks and the larger model capable of 770 litres (27.2 cu ft). Lowering the second row opens up 1,540 litres (54.4 cu ft) of gear-toting space compared to 1,710 litres (60.4 cu ft) with the regular Cayenne, for a difference of just 170.0 litres (6.0 cu ft), which means the new Coupe is almost as practical as the regular Cayenne.
The rear cushions are positioned 30 mm lower to increase headroom, while a console bin divides passengers. (Photo: Porsche)
Of note, the Cayenne Turbo Coupe’s cargo capacity drops by 25 litres (0.9 litres) to 600 litres (21.2 cu ft) with the rear seats upright, and by 30 litres (1.0 cu-ft) to 1,510 litres (53.3 cu ft) when folded. Also notable, current Panamera owners tempted by the new Cayenne Coupe will find 125 litres (4.4 cu ft) of additional luggage space when comparing base models, while those with the Panamera Sport Turismo will gain 105 litres (3.7 cu ft) of extra cargo carrying capacity.
The new 2020 Cayenne Coupe will be arriving in Porsche dealerships later this year, but preordering will make certain you’ll be first in line.
And while you’re waiting, make sure to check out our comprehensive photo gallery above (we’ve got all the images and pictographs on offer) as well as all of the latest videos below:
The new Porsche Cayenne Coupe – Design Film (1:33):
The new Porsche Cayenne Coupe – First Driving Footage (0:59):
The new Porsche Cayenne Coupe – Shaped by Performance (1:44):
The new Porsche Cayenne Coupe – Highlight Film (1:55):
The new Porsche Cayenne Turbo Coupe – First Driving Footage (1:00):
I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how…
Beautiful enough for you? Jaguar’s F-Type Coupe SVR drives even better than it looks. (Photo: Trevor Hofmann)
I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how far I can go on a single charge with Kia’s latest Soul EV, nothing gets me out of my editor’s chair as quickly or as enthusiastically as a hopped up muscle car, a high-revving super-exotic, or something along the lines of Jaguar’s F-Type SVR, which might be the perfect combination of both.
Regular readers will remember that I spent a blissful week with this very same car last year in its more eye-arresting Ultra Blue paintwork, so having this 2019 model gifted to me for yet another seven heavenly days was a welcome surprise made better due to its stealth Santorini Black bodywork that thankfully doesn’t attract quite as much attention.
Gorgeous from all angles, the F-Type SVR makes a formidable visual statement. (Photo: Trevor Hofmann)
It’s not that I was embarrassed to be seen in it, quite the opposite of course, but rather that this car coaxes my most juvenile impulses from their hardly deep recesses all too easily, which can quickly get a person deep into trouble.
How quickly? Well that depends on whether you’re thrown into a stupor or moved into action when first laying eyes on the F-Type SVR, as well as which sense moves you most. If you’re visually stimulated first and foremost, you might be stopped dead in your tracks as soon as it comes into view, but then again if your receptors respond more to an auditory trigger you’ll move right past first sight to initial startup, resulting in the rasp of one of the more sensational exhaust notes in autodom, which will either send you to the moon in a momentary daze or turn you toward the street to put some of that wound up energy to good use.
The SVR’s many finely crafted details impress. (Photo: Trevor Hofmann)
I’m jaded, or maybe it’s just that experience tells me not to waste a moment gawking inanely at something I can relive later in pictures. Certainly one can recall memories of moments well spent, but the more one collects such moments makes recalling them a helluvalot easier. A quick glance of appreciation, out of respect, immediately followed by a quicker descent into a familiar body hug, the SVR’s performance seats are as wholly enveloping as they’re sinfully comfortable. Foot on brake pedal, finger on start button, mechanical machinations ignited and ahhh… glory hallelujah! What a sound!
These stunning 20-inch alloys come as part of a $13k carbon ceramic brake upgrade. (Photo: Trevor Hofmann)
Nothing roadworthy this side of an XJR-15 sounds as brutally raw, as purely visceral as an F-Type SVR being brought to life, that is until you’ve given the throttle a few more blips after opening up its two-mode titanium and Inconel active exhaust system via a wee little console-mounted button that makes a great big noise. Any sort of right foot twitch capable of spinning the crank above 4,000 revolutions per minute lets loose a cacophony of crackling barks and blats, the kind of song that’ll have gearheads singing along in dissonant unity, and zero emissions folks sneering.
Allowing spent gases to exit more freely isn’t exactly the Tesla mantra, and to think the minds behind this wondrous high-test glutton are the very crew responsible for the Model X-beating I-Pace (well, it beats the entry-level Tesla crossover, at least). We’ve all got to love the bizarre dichotomy running rampant in today’s automotive market, where the cars we all lust after are paying for the ones that government mandates are forcing down our throats.
The SVR’s interior comes filled with red-stitched Suedecloth and quilted leather. (Photo: Karen Tuggay)
Of course, thanks to companies like Jaguar and Tesla we’re all beginning to realize that going electric isn’t the end of motorized fun, but potentially a new beginning. Could there be an electrified F-Type in our future? Likely, and it’ll be the quickest Jaguar sports car ever. Still, the good folks at Castle Bromwich will need to expend terahertz levels of energy in their artificial sound lab to recreate the auditory ecstasy this SVR composes. Let’s hope they succeed, because we all know that as sensational as this 5.0-litre supercharged V8 sounds, and as fabulously fast as this Jaguar becomes when powered by it, the still impressive yet nevertheless 23-year-old AJ-8 power unit’s days are numbered.
Equal parts luxury and down-to-business performance. (Photo: Karen Tuggay)
As it is, this 575 horsepower beast catapults from naught to 100km/h in just 3.7 seconds before attaining the seemingly unattainable terminal velocity of 322 km/h (200 mph)—that’s 1.1 seconds quicker and 122 km/h (75.8 mph) faster than the I-Pace, in case you were wondering. Certainly a driver’s license would be unobtainable for the remainder of my sorry life if I were so foolish as to attempt the former speed on public roads, and being that no such track is long enough within close proximity of my home we’ll all just need to take Jaguar’s word for it. Suffice to say that zero to all other cars at the stoplight looking like tiny coloured dots happens all of a shockingly sudden, so you’d better gather your stunned thoughts, get into the game and prepare for upcoming corners or you’ll fast be shuffled off this mortal coil.
I’ll never complain about a beautifully designed set of analogue gauges, while the 5.0-inch MID provides good functionality. (Photo: Karen Tuggay)
Fortunately the F-Type SVR manages all roads serpentine as easily as it’s guided down the straight and narrow, its brilliantly quick-shifting eight-speed automatic as ideally suited to flicking up through the gears as for rev-matched downshifts. Remember when I mentioned muscle car credentials earlier? That was strictly referencing the engine, its prowess over undulating, curving backroads the stuff of mid-engine exotica. Just look at the meaty 305-section Pirelli P-Zero rubber at back and plentiful 265/35s up front, both ends supported by the lightweight aluminum chassis and riveted, bonded body shell noted earlier, and then factor in that suspension’s Adaptive Dynamics system, the electronic active rear differential, and the brake-sourced torque vectoring. Tap the carbon ceramic brakes to load up the front tires, enter the apex, add throttle and enjoy as the SVR’s backside locks into place while catapulting this leather-lined beast toward the next bend, a process I repeated over and over, as often as opportunity would allow.
New for 2019 is this large 10.0-inch infotainment touchscreen. (Photo: Karen Tuggay)
All said, you’d think something as fabulously fast as the F-Type SVR would be a handful around town, but that’s where its exotic nature ends and more upright practicality enters. It’s actually a very comfortable coupe to spend time in, while visibility is quite good considering its sleek greenhouse and thick C pillars. The 12-way powered driver’s seat and steering column fit my long-legged, short torso five-foot-eight frame well, and due to much more movement in all directions should provide good adjustability for all sorts of body types, and I certainly had no complaints from my various co-drivers.
On the practicality question, Jaguar provides a large hatch opening for loading in all kinds of gear, with up to 408 litres (14.4 cubic feet) in total and about half that below the removable hard cargo cover. It’s beautifully finished, as one would expect in this class, but remember that unlike the old XK the F-Type is strictly a two-seater with no rear seats to fold, so there’s no way you’ll be able to fit skis or any other long items aboard, unless you slot them down the middle between driver and front passenger.
All F-Type switchgear is above par. (Photo: Karen Tuggay)
I remember stuffing my significant other and kids into an XKR coupe years ago, and while its 2+2 grand touring profile wasn’t carried forward into the F-Type’s design, the interior’s fine workmanship and beautiful attention to detail continues. In fact, I’d say this SVR’s cabin is even better, with rich red stitching and piping providing colour to the otherwise black Suedecloth and quilted leather surfaces, while its electronic interfaces are beyond comparison.
Classic analogue dials flank a large 5.0-inch colour TFT multi-information display at centre, unchanged from past years, albeit the Touch Pro infotainment touchscreen on the centre stack is all new for 2019, growing from 8.0 to 10.0 inches in diameter and now flush-mounted without buttons down each side. It’s properly outfitted with navigation, a backup camera with active guidelines, Pro Services, InControl Apps, 770-watt 12- speaker Meridian surround audio, satellite and HD radio, and the list goes on, while Jaguar also added Apple CarPlay and Android Auto for $300.
Fabulous looking SVR sport seats are comfortable and supportive. (Photo: Karen Tuggay)
You can get into a 2019 F-Type Coupe SVR for just $140,500, or go topless for an extra $3,000, either of which is a bargain when compared to the Porsche 911 Turbo that will set you back $43,700 more for the hardtop or an additional $54,700 for the drop-top. That easily pays for the aforementioned $13,260 Carbon Ceramic Brake Pack with plenty left over, which includes 398 millimetre rotors up front and 380 mm discs at back, plus massive yellow calipers encircled by a stunning set of 10-spoke 20-inch diamond-turned alloys. Plenty of options were included with my test car and a yet more, like LED headlights, a heated steering wheel, rain-sensing wipers, auto-dimming centre and side mirrors, auto climate control, front and rear parking sensors, autonomous emergency braking, and lane keeping assist, comes standard, so make sure to check out all the 2019 F-Type trims, packages and options at CarCostCanada, not to mention rebate info and dealer invoice pricing that could save you thousands.
A supercar that’s practical too. (Photo: Karen Tuggay)
It’s difficult not to write an epic for such a phenomenal sports car, but instead of running on at the mouth I recommend you head to your local Jaguar retailer and ask them to start one up in the showroom or on the lot, turn on the switchable active exhaust, rev the throttle and then listen to the snap, crackle and pop of the exhaust. If you’re not raring to go for a drive after that, you might be better off moseying down the road to the Lexus store for a smooth, comfortable ride in ES 300 hybrid.
