Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60…
Infiniti has refreshed its 2019 Q50 and Q60 (shown) Red Sport 400 models with new more aggressive I-Line upgrades this month. (Photo: Infiniti)
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60 sports coupe.
Specifically, Infiniti is in the process of replacing the Q50 and Q60 Red Sport 400 models available last year and earlier this year with the new Q50 I-Line Red Sport 400 and Q60 I-Line Red Sport 400, which means that buyers spending the $7,700 needed to move up from the 300 horsepower Q50 3.0T Sport AWD, or $9,500 to do the same from the Q60 3.0T Sport AWD, to get into one of the 400 horsepower I-Line Red Sport 400 models, now get more visual bang for their buck.
Updated Q50 (shown) and Q60 I-Line Red Sport 400 models feature sportier glossy black 19-inch alloys. (Photo: Infiniti)
I-Line, which Infiniti says was derived from “Inspired Line,” blackens both models’ grille surrounds so that they more closely tie in with the glossy black fog lamp bezels and diffuser-style rear bumpers found on the outgoing Red Sport 400 cars, while the rear deck lid spoiler has been upgraded to high-gloss carbon fibre, and wheel wells are now filled with a special “custom imported” glossy black finish set of 19-inch alloys.
These changes make both I-Line Red Sport 400 models appear as if they have larger more imposing grilles, while the black alloys go further toward creating a more powerful, menacing look. The outgoing Red Sport 400 cars already featured glossy black rear deck lid spoilers, but replacing these composite lip spoilers with more sophisticated carbon fibre ones helps to elevate the two cars into BMW M and Mercedes-Benz AMG territory, befitting of performance models making 400 horsepower apiece.
Along with the gloss black trim used for the outgoing Red Sport 400 models, a new glossy black grille surround adds menacing presence. (Photo: Infiniti)
Behind all that thrust is a twin-turbocharged, direct-injection 3.0-litre V6 that also produces 350 lb-ft of maximum torque from just 1,600 rpm, which is connected to Infiniti’s “Intelligent” all-wheel drivetrain via an advanced in-house produced seven-speed automatic transmission featuring manual shift mode and downshift rev matching, the latter function rare in this segment.
“We are delighted to showcase the I-LINE editions which have been created with a vision to be further developed into an INFINITI Canada sub-brand,” says Adam Paterson, managing director of INFINITI Canada. “We are building on the Q50 and Q60’s award-winning engine and engineering excellence, to add even more eminent style.”
This carbon fibre rear deck lid spoiler adds a level of sophistication that befits a car producing 400 hp. (Photo: Infiniti)
Pricing for the 2019 Q50 I-Line Red Sport 400 sport sedan starts at $56,195, while the 2019 Q60 I-Line Red Sport 400 sports coupe can be had for $65,295. Both models, which are available across Canada this month, can be fully configured at CarCostCanada, with full pricing of trims, packages and individual options available, plus otherwise hard to find manufacturer rebate info and dealer invoice pricing that could save you thousands.
Also, take note that many Canadian Infiniti retailers will still have outgoing 2019 Q50 and Q60 Red Sport 400 models available, which they’ll probably be more than willing to sharpen their pencils on in order to make a deal.
Toyota’s 86 hasn’t changed much since being refreshed for 2017 as part of its Scion FR-S transformation, but it hardly needs any modification. In fact, when its many diehard fans caught wind that…
Toyota’s 86 is still one of the best performance car value’s around. (Photo: Trevor Hofmann, Canadian Auto Press)
Toyota’s 86 hasn’t changed much since being refreshed for 2017 as part of its Scion FR-S transformation, but it hardly needs any modification. In fact, when its many diehard fans caught wind that it might be getting axed due to ever-slowing sales, the deafening outcry caused a U.S.-market Toyota spokesperson to declare that it’s here to stay for the foreseeable future.
“As [Toyota president] Akio Toyoda said at the reveal of the 2020 Supra, Toyota is committed to building exciting vehicles, including sports cars. The 86 has been in the Toyota family since 2013 and the plan is that it will continue to be a part of Toyota’s sports car line-up.”
The 86 still has beautiful lines, despite getting on in years. (Photo: Trevor Hofmann, Canadian Auto Press)
A quick look at sale numbers makes it easy to understand why many were in doubt of its future, with 2017 to 2018 calendar year-over-year deliveries down 40.2 percent in Canada, which was only outdone—to the negative—by Fiat’s 124 Spider that saw a decline of 52.7 percent, while the 86’ near identical Subaru BRZ saw its sales drop by 23.3 percent, but then again it didn’t have as far to fall. Those two models actually switched places for the first time at the close of 2018, with more Canadians choosing the BRZ than 86, the final tally being 604 for Subaru and 550 for Toyota. This last number might not seem like much when compared to the 1,825 FR-S coupes Scion sold in its first full year of 2013, but once again considering that it hasn’t changed all that much since it debuted just prior, and then factoring in that all car sales have taken a beating against the growth of crossover SUVs, the 86 is actually holding up quite well.
Toyota added these standard LED headlamps for its 2017 refresh. (Photo: Trevor Hofmann, Canadian Auto Press)
Incidentally, the entire front fascia was modified for 2017, and its nicely detailed LED headlamps added for a more sophisticated look. Another change saw the front fender vent elongated and the “86” insignia redesigned and placed lower on the side panel, while revised taillight lenses filled with LEDs modernized the seven-year-old model’s look.
The interior has always been pretty nice, but the 2013, 2014 and 2015 model year FR-S examples I drove never let me inside with proximity-sensing keyless access, started via pushbutton, kept me warm via dual-zone automatic climate control, skinned their seats in leather trimmed with microsuede, or covered their primary instrument hoods and passenger-side dash sections in padded and stitched microsuede like this 2019 86, while this new model boasts other improvements as well.
Make sure to return for our full road test review, but until then check the photo gallery above for loads of detailed images… (Photo: Trevor Hofmann, Canadian Auto Press)
Certainly there are some that petition Toyota for more power, but this lightweight 1,252-kilo (2,760-lb) rear-drive sports coupe makes the most of its 205 horsepower and 156 lb-ft of torque with one of the nimblest chassis’ in its price range.
Make sure to come back for our full road test review to be reminded of why sports car enthusiasts the world over keep the Toyota 86 close to their hearts, even if fewer are anteing up with $30k of their own to take one home. We’d certainly love to keep ours for as long as Toyota would let us.
If you feel like we do, check out CarCostCanada to learn about exact pricing for each trim, package and option, plus don’t forget to check if there are any rebates, and make sure to find out about the 86’s dealer invoice pricing that will help you get the best price when negotiating with your local Toyota dealer…
You’re looking at the only car in Ford’s lineup not scheduled for cancellation within the next two years. What a bizarre thought. Many correctly guessed that Lincoln’s MKZ and Continental would…
The Mustang, shown here in as-tested GT Premium Fastback guise, is what most muscle car fans deem as the ultimate pony car. (Photo: Karen Tuggay, Canadian Auto Press)
You’re looking at the only car in Ford’s lineup not scheduled for cancellation within the next two years. What a bizarre thought. Many correctly guessed that Lincoln’s MKZ and Continental would eventually get the axe, or for that matter Ford’s own C-Max (already gone) and Taurus, but eliminating blue-oval favourites like Focus and Fusion, not to mention Fiesta, is something few outside Ford’s inner circle would likely have considered. Yet here we are, and only time will tell whether this decision from Dearborn’s upper management is shortsighted or eventually revered as sage-like wisdom.
Of course, I’m happy they chose to save the Mustang amid such blue-oval carnage, but don’t think I missed the irony of it being the sole car in Ford’s lineup not to wear a blue-oval badge. In fact, there’s no mention of the automaker at all, from the galloping stallion within the front grille and “5.0” engine designation on the front fenders, to the big “GT” model insignia taking centre stage at the rear, you’d be hard pressed to know its parentage if the car weren’t so legendarily Ford.
Only ’60s-era Mustangs and possibly some of the early ’70s models look better than this newest generation. (Photo: Karen Tuggay, Canadian Auto Press)
Likewise inside, where the same airborne steed crests the steering wheel hub, and in my particular example “RECARO” takes claim to the sculpted front sport seats, there’s no sign of the brand behind this iconic symbol of American ingenuity.
The Mustang was the first pony car after all, and continues to lead its rivals by a wide margin in prestige and sales. In fact, it doesn’t just lead its small contingent of pony car challengers (pun intended), but out muscles every other sports up the sales chart car as well.
The GT Fastback is one hot looking ride, especially in $550 Triple Yellow paint. (Photo: Karen Tuggay, Canadian Auto Press)
Of course, sales leadership is nothing new for Ford, with its boldly branded F-Series pickups dominating the light truck market, its Edge and Explorer collectively controlling the mid-size crossover SUV category, its Expedition outselling everything else in the large SUV segment, its Transit on top of the commercial van industry, and its Escape consistently amongst the top three compact crossover SUVs. If you’re shaking your head in disbelief, you owe it to yourself to drive one of the above, as each is worthy of its success.
Likewise, if you haven’t taken a Mustang for a spin in a while, you’re in for an even greater treat. And I didn’t mean spin a Mustang literally, being that it’s a lot more difficult to get the rear end sideways now that Ford has fitted a highly stable independent rear suspension (IRS) between the rear wheels.
LED headlamps now come standard across the line. (Photo: Karen Tuggay, Canadian Auto Press)
That change came as part of an exhaustive 2015 model year redesign, and the move caused a great deal of controversy amongst diehard Mustang fans that loved the old car’s lighter weight live rear axle and its benefit to drag racing, but for the majority of sports car fans, who’d rather go fast around corners instead of just in a straight line, it was a gift from the mechanical gods, or at least a bunch of blue-oval engineers.
It was and still is the most hooked up Mustang in history, something I previously claimed in a 2015 Mustang GT Premium Convertible review, not to mention subsequent road tests of a 2016 Mustang Ecoboost Fastback, 2016 Mustang GT Convertible, and a 2017 Mustang GT Convertible, and something I attest to again with this 2018 Mustang GT Premium Fastback.
These 19-inch low-gloss ebony black-painted alloys are included in the $3,700 GT Performance Package.(Photo: Karen Tuggay, Canadian Auto Press)
Take note the 2018 model saw a new optional 10-speed automatic in both turbocharged 2.3-litre Ecoboost four-cylinder trims and 5.0-litre V8-powered GTs, the former of which I recently tested in 2019 Premium Fastback guise, while this GT, priced from $47,288, and the base Mustang, which starts at just $28,988, come with a six-speed manual gearbox.
And by the way, I sourced all of my pricing at CarCostCanada, where you’ll find detailed trim, package and option pricing, as well as info on available rebates and otherwise hard to get dealer invoice pricing that could save you thousands.
Love these classic hood vents. (Photo: Karen Tuggay, Canadian Auto Press)
Other 2018 updates include a meaner looking new grille that melds ideally with a more aggressive hood design, while stylish LED headlights are now standard across the entire Mustang lineup. Additionally, new LED taillights provide a fresh take on the Mustang’s classic triple vertical lens design, while these are underscored with a new bumper and lower fascia.
A number of changes improve the Mustang’s interior too, highlighted by upgraded materials quality including contrast-stitched leather-like soft-touch synthetics used for most of the dash top, each side of the centre console and much of its top surfacing, plus the door uppers, inserts and armrests, engine turned-style medium-grey metallic inlays across the entire instrument panel, some really upscale satin-metal detailing brightening key points throughout the cabin, and a new fully digital TFT primary gauge cluster.
Here’s a car that actually needs the downforce created by its sizeable rear wing. (Photo: Karen Tuggay, Canadian Auto Press)
The high-resolution display is plenty colourful, especially on the left dial where the temperature gauge shows a light blue for cool, aqua blue/green hue for medium and red for too hot. The same aqua gets used to highlight the area just below the tachometer needle, while just to the right an orange line represents the highest engine rev point from your most recent acceleration run (mine boasting 7,200) just ahead of all the red markings noting the engine’s no-go zone. The centre area houses a multi-information display that’s filled with functions.
New LED taillights provide a fresh take on the Mustang’s classic triple vertical lens design. (Photo: Karen Tuggay, Canadian Auto Press)
Ford places a sweet looking set of analogue meters on top of the centre stack for oil pressure and vacuum (in turbocharged trims it gets substituted for a boost gauge), the latter useless unless you’re mechanically inclined, but cool looking for sure.
Just below is Ford’s Sync 3 touchscreen interface, which remains one of the better infotainment systems within the mainstream volume sector despite others catching up, complete with a clear rearview camera featuring dynamic guidelines, accurate navigation with detailed mapping, climate settings, apps and much more, while you can adjust the dual-zone automatic HVAC system’s climate settings from analogue switchgear just below too, or perform other functions from a slick row of aluminized toggles just underneath. It all melds retro and modern nicely, while all of the buttons, knobs and switches fit together well and are properly damped for a quality feel.
The GT’s rear diffuser is stuffed full of rumbling chrome-tipped tailpipes. (Photo: Karen Tuggay, Canadian Auto Press)
The Recaro-sourced front seats noted earlier are sensational, with excellent support in all the right places. When combined with the tilt and telescopic steering column I was able to adjust everything for near perfect comfort and control, which is critically important in a car that can go a quickly as this GT. I was actually surprised the rear seats had enough room for smaller sized adults, because most 2+2 sports cars don’t. Likewise the trunk is a decent size for a sports coupe, and includes 50/50 split-folding rear seatbacks for stowing longer cargo.
Practicality is one of the reasons the Mustang sells so well, however, drool-worthy styling aside, most ante up to this GT for its performance benefits. Certainly the previously noted base four-cylinder turbo is plenty quick for its low entry price, with 310 horsepower and 320 lb-ft of torque on tap, the GT’s 460 horsepower and 420 lb-ft of torque is hard to argue against, nor is the soul-soothing gurgle emanating from its twin tailpipes.
Ford is finally producing a Mustang interior refined enough to woo away performance buyers from premium brands. (Photo: Karen Tuggay, Canadian Auto Press)
Does it make sense to buy a car just for the sound of its exhaust? If so, the Mustang GT is probably your best choice this side of an Aston Martin Vanquish S. Of course, along with its delectable sounds the GT provides insanely fun straight-line acceleration, superb high-speed stability and sensational handling. It locks into its lane like no previous pony car, Mustangs feeling a lot lighter and nimbler than their competitive stable mates that comparatively seem to overdose on muscle with less finesse, which is the key reason I’d opt for a GT over one of its rivals. This choice is personal for sure, so I can appreciate why someone might choose a Challenger or Camaro, but sales numbers speak for themselves, and I believe the Mustang keeps winning the pony car popularity contest for good reason.
This GT Premium comes with lots of upscale door trim. (Photo: Karen Tuggay, Canadian Auto Press)
Still, it’s not perfect. Remember that row of aluminized toggle switches on the centre stack? The rightmost one swaps driving modes from a Normal mode that defaults automatically, to Sport Plus mode that merely takes a flick of the toggle upward. One more toggle up chooses Track mode, while another is optimized for the Drag Strip, or in other words it removes all traction and stability controls. Flick the toggle upwards again and you’ll access a mode for Snow/Wet conditions, before it all goes back to Normal, and you can start all over again as desired.
While modern and new, the Mustang’s instrument panel pulls design cues from the model’s earliest offerings. (Photo: Karen Tuggay, Canadian Auto Press)
Sounds good so far, right? While seemingly smart on paper, in application this setup is anything but. The problem lies in execution, with Ford having chosen to only allow the system to toggle upwards. This means you’ll need to flick through all of the performance modes that remove traction and stability control when trying to optimize the driveline for slippery conditions. Crazy huh? What would happen if you were having some fun at high speeds in Sport Plus mode when coursing through a winding riverside road at lower elevations and then, when the road started to climb and snow appeared on the pavement, you needed to access Snow/Wet mode, forcing you to pass through Track and Drag Strip modes along the way? That might actually be quite dangerous. All Ford needs to do to remedy this is provide downward movement to the toggle, which would let you go from Sport Plus to Normal and then Snow/Wet mode in two easy steps. Seems like a simple enough idea to me.
Ford has created a Mustang cockpit ideally set up for comfort and control. (Photo: Karen Tuggay, Canadian Auto Press)
Now, regarding Dearborn’s shortsighted or sage-like decision over its car lineup. I think we can all agree that the Mustang should stay, and not just because it’s legendary, iconic, brilliantly fun to drive, fabulous to look at, and so on. As mentioned a moment ago, similar accolades will be claimed by fans of the Mustang’s key competitors, which could be reason enough to keep the Challenger and Camaro in the respective fleets of Dodge and Chevrolet, but as usual truth lies in those just noted sales numbers along with the long-term viability of the various plants that produce them.
A new fully digital TFT gauge cluster provides a modern look and loads of functions. (Photo: Karen Tuggay, Canadian Auto Press)
At the close of Q3 2018, year-to-date U.S. sales of this trio registered 61,619 units for the Mustang, 52,313 for the Challenger, and 39,828 for the Camaro, while Mustang deliveries in Canada were actually stronger per capita at 7,298 units, and Camaro beat out the Challenger north of the 49th with 2,320 units compared to just 1,966.
While Canadian pony car sales don’t look too bad compared to U.S. numbers, YTD Q3 2018 Mustang sales are actually down 4.6 percent compared to the same nine months of last year, whereas Camaro deliveries have dropped by 8.0 percent and the Challenger has lost a whopping 32.0 percent of year-over-year sales. Comparing calendar year 2017 sales numbers to modern-day highs forces us back to 2005 for the Mustang when it found 10,045 new buyers in Canada, which is a 16.9 percent drop compared to 2017’s 8,348-unit tally, while comparing Camaro’s high of 4,113 units in 2010 and 2,952-unit 2017 total reveals a popularity pullback of 28.2 percent. Interestingly, 2017’s total of 3,422 units is the newest Challenger’s all-time high, which would be a good sign if it weren’t for sales south of the border.
The centre stack is well laid out and filled with features. (Photo: Karen Tuggay, Canadian Auto Press)
Ford sold 166,530 Mustangs in 2006 (still a far cry from the 607,568 they built in 1966), which makes its 81,866 total in 2017 seem paltry by comparison and represents a 50.8-percent pummeling over the past dozen years, while Chevy’s 88,249-unit Camaro tally in 2011 shows a less drastic fall of 23.0 percent thanks to 67,940 deliveries last year. When it comes to percentages the Challenger looks best, with its 66,365-unit all-time high merely 2.7 percent healthier than its 2017 number of 64,537.
Ford places a sweet looking set of analogue meters on top of the centre stack for oil pressure and vacuum. (Photo: Karen Tuggay, Canadian Auto Press)
Whether or not a pony car lives or dies in today’s SUV-crazed market might actually come down to where it’s built. The Mustang gets a pass thanks to its Flat Rock, Michigan assembly, a plant that will become even more available when the aforementioned Continental goes the way of the dodo in 2020. That Ford is planning to replace the Conti’s spot on the line in 2021 with an autonomous EV should mean there will be plenty of room for the Mustang to flourish well into the future, being that EVs are microscopically small sellers at best, but who really knows what the future will truly bring.
Ask for the $2,000 401A package to get navigation, digital gauges and a lot more. (Photo: Karen Tuggay, Canadian Auto Press)
As for the Camaro, its Lansing Grand River Assembly plant appears to be on shaky ground due to sharing space with two discontinued Cadillacs, the ATS and CTS, so who knows where Chevy will build it if they retool the plant for new SUVs as is being suggested, or shutter it completely as some in the rumour mill are touting. The Challenger may be in even worse shape, mind you, being that it suffers from two challenges, sharing space and underpinnings with the Chrysler 300 that most expect will be cancelled (although a recent upsurge in sales might change FCA’s mind), and being built here in Canada where very real tariff issues and trade uncertainties are causing automakers to rethink their production strategies. No doubt even Ford hopes these two muscle car competitors survive, as competition is critical in the pony car paddock.
Switchgear quality is very good. (Photo: Karen Tuggay, Canadian Auto Press)
With such business out of the way, all that’s left to do is hightail it down to your Ford dealer in order to snap up one of the last few 2018 Mustangs left or one of the new 2019s. Being that you’ll probably find more of the latter, don’t expect to see my tester’s Triple Yellow paint, a $550 option that’s no longer on the 2019 menu. It’s not the only colour nixed from the new model year, with Lightning Blue having made way for Velocity Blue, and beautiful $450 Royal Crimson substituted for loud and proud Need for Green, a no-cost option.
These Recaro seats are superb. (Photo: Karen Tuggay, Canadian Auto Press)
You can add various stripes if you want, and “upgrade” the transmission to the aforementioned 10-speed auto for either year, but take note the GT’s six-speed manual is rev-matching capable for 2019, so you’ll sound like a pro when swapping cogs. I should also mention the GT’s variable active exhaust is now available with the 2.3-litre Ecoboost four, while California Special and Bullitt trim packages add style and substance, the latter available in special Highland Green paint, just like Steve McQueen’s original.
The rear seats are quite roomy for a sports coupe. (Photo: Karen Tuggay, Canadian Auto Press)
I won’t go into detail about all of the higher-end performance trims for either model year, but suffice to say the sky’s almost the limit when it comes to upgrading your future Mustang, so study up and ask lots of questions when visiting your local dealer. Trust me when I say that this pony car can dramatically change its persona from trim to trim, so you’ll want to figure out which version is best for you before deciding. Have fun making up your mind.
Twilight was causing headlamps and taillights to illuminate as I was driving home the other day, which is often a dazzling spectacle of white and red LEDs in my neighbourhood of premium and exotic machinery.…
There might be more prestigious brand names than Infiniti, but if they keep building cars as beautiful, quick and well made as the Q60, respect will grow. (Photo: Karen Tuggay, Canadian Auto Press)
Twilight was causing headlamps and taillights to illuminate as I was driving home the other day, which is often a dazzling spectacle of white and red LEDs in my neighbourhood of premium and exotic machinery. Driving up to a stoplight and one set of particularly elegant rear lamps caught my attention, followed by a captivating silhouette. My eyes immediately locked in, because I wasn’t sure what I was looking at. All I knew was that it was gorgeous. Then I laughed when I realized I was looking at the current generation Infiniti Q60, a car that I’ve spent weeks with at a time on many occasion.
The Q60’s design ideally balances performance and elegance. (Photo: Karen Tuggay, Canadian Auto Press)
To be completely honest, I’m more than a bit jaded when it comes to cars. This job allows me to park some pretty impressive hardware in my driveway, and like I said a moment ago, every manner of BMW, Mercedes, Audi, Jaguar, Land Rover, Lexus and the list goes on crowd the highways and byways of my well-to-do city, not to mention more Ferraris, Lamborghinis, Maseratis and McLarens, plus Bentleys and Rollers than those living anywhere outside of Beverly Hills or Dubai will ever get the chance to see. So factor that in when considering an Infiniti pulled my eyeballs. This is one stunning looking car, no matter the angle.
Few cars look as good from the back as they do from the front. (Photo: Karen Tuggay, Canadian Auto Press)
Another reason it caused me to look is rarity. The Q60 does pretty well compared to a Lexus RC, which it more than doubled in sales last year, but it’s not as strong a seller as say an Audi A5, a BMW 4 Series, or a Mercedes-Benz C-Class Coupe. Both the 4 and A5 more than tripled the Q60’s deliveries last year, and as Q3 2018 closed BMW had sold more than four times as many 4s and Audi had moved more than five times as many A5s, the new segment leader (although we can’t say for sure how many C-Class Coupes get sold each month as Mercedes lumps their sales numbers together with C-Class Sedans). And just in case you’re feeling sorry for Infiniti, consider BMW sold more than 12 times as many 4s and Audi more than 15 times as many A5s, while Infiniti found three times as many Q60 buyers. Ouch!
Infiniti edges the Q60’s expansive grille with stylish dark chrome. (Photo: Karen Tuggay, Canadian Auto Press)
While slower sales might be a negative to a company’s balance sheet, it’s not necessarily a bad thing for premium buyers who want exclusivity. Let’s face it. In Canada’s better neighbourhoods the luxury wares from the big German brands are ubiquitous, causing their owners to spend umpteen thousands more for bespoke paint, fancy wraps, carbon fibre add-ons and expensive wheels, so therefore the opportunity to get into a car as stunningly beautiful as the 2018 Infiniti Q60 for just $46,295, or this 3.0T Luxe AWD that starts at $53,295, is rare indeed (see all of the 2018 Q60’s trims and pricing at CarCostCanada, plus save on your purchase by researching possible rebates and receiving dealer invoice pricing).
These animalistic LED headlamps come standard. (Photo: Karen Tuggay, Canadian Auto Press)
The base model just mentioned is the 2.0T Pure, a trim line and engine that will disappear on the Canadian market for 2019. If you can still find one and don’t care as much about forward thrust as beauty (because the car still looks as nice) its 208 horsepower Mercedes-sourced 2.0-litre turbocharged four-cylinder engine is plenty fuel-efficient, but most Q60 buyers opt for Infiniti’s own 3.0-litre turbocharged V6 that makes a much more formidable 300 horsepower and 295 lb-ft of torque, which I have to say is more than adequate, as long as you don’t try the Q60 Red Sport 400 with its same number of horses and 350 lb-ft of ready and willing torque.
Even base Q60s come standard with gorgeous 19-inch alloy wheels. (Photo: Karen Tuggay, Canadian Auto Press)
That’s a car I’ve previously covered and hope to again soon, but its $61,295 price point might be a bit dear for some, hence the $55,295 Q60 3.0T Sport just below and the Q60 3.0T Luxe I spent a week with. Before I delve into Infiniti’s value proposition, which is always a key reason to consider the Japanese luxury brand, let’s talk driving dynamics.
Classy machine-finished alloy rims join dark chrome engine vents for plenty of sport with a dose of luxury. (Photo: Karen Tuggay, Canadian Auto Press)
First off, it’s an easy car to drive around town and on the open highway, as one might expect by looking at its classy chrome detailed exterior and luxuriously appointed leather, hardwood and bright metal lined interior. The ride is firm yet comfortable, its standard 19-inch machine-finished alloys on 255/40 all-season run-flats not helping the former, but its double-wishbone front and multi-link rear suspension making sure of the latter. Infiniti has tuned the spring rates, dampers and stabilizer bars for a competent mix of compliant performance, and while not quite as capable as the Dynamic Digital Suspension included with the Q60’s two top-tier Sport trims, its agility around corners shouldn’t leave anyone wishing for too much more.
The Q60’s LED taillights get a flowing fluid-formed shape that looks even better at night. (Photo: Karen Tuggay, Canadian Auto Press)
Speaking of more, Infiniti offers the Q60 with the complexity of four different steering systems depending on engine, trim and your willingness to pay. The base model I mentioned earlier comes with a vehicle-speed-sensitive hydraulic electronic power steering setup, while the car I tested features standard electronic power steering, yet is offered with Infiniti’s exclusive Direct Adaptive Steering, which replaces mechanical linkages with electronic switches and servo motors to save weight and further enhance the driving experience. Lastly, those two just noted Sport trims can be had with the optional direct steering system or come standard with a more performance-oriented fast ratio electronic power steering setup.
Soft leathers, rich hardwoods and bright metals make for an opulent cabin. (Photo: Karen Tuggay, Canadian Auto Press)
As with the suspension, I never felt any lack of response when pushing the Q60 hard through corners, something I did as often as opportunity allowed. Instead, all that was needed was a little tap on the sizeable 12.6-inch front and 12.1-inch rear discs to load up the front tires and the wonderfully tuned chassis took care of the rest. Infiniti includes standard Active Trace Control that actually enhances cornering feel by modulates braking and engine torque, and I’ve long been a fan of the brand’s rear-biased Intelligent all-wheel drive that sends all available twist to the wheels in back until tire slippage transfers up to 50 percent of torque forward to the front wheels.
The Q60’s performance-oriented cockpit is ideally set up to optimize comfort and control. (Photo: Karen Tuggay, Canadian Auto Press)
Rear tire slippage can happen when getting hard on the go pedal, although you won’t notice any such torque transferring going on behind the scenes. All you’ll feel is immediate response from throttle input, its torque strongest between 1,600 and 5,200 rpm, which considering its aforementioned 295 lb-ft of twist is a nice broad spectrum that allows what seems like relentlessly quick acceleration.
Bright electroluminescent dials and a large TFT multi-info display make for great legibility, but most Q60 competitors already offer fully digital gauge clusters. (Photo: Karen Tuggay, Canadian Auto Press)
It feels especially potent when Infiniti’s Drive Mode selector is switched to Sport mode. It was quick enough in the default Standard setting, while Snow, Eco and Personal modes are also included, but Sport is best for lickety quick shifts from the wonderfully engaging seven-speed automatic that snaps to attention at takeoff or alternatively quickly drops down through the gears to find the ideal cog for passing manoeuvres. Shift intervals are nice and crisp, but to be fair this isn’t the sportiest transmission in this class, yet it’s certainly one of the best for simultaneously providing quick responses and ultra-smooth operation.
The Q60’s dual-screen infotainment system provides a lot of digital acreage, plus good functionality. (Photo: Karen Tuggay, Canadian Auto Press)
Truly, Infiniti has really done a wonderful job with this gearbox, while along with its quick reacting performance comes Downshift Rev Matching (DRM) that makes you look and sound like a pro as the engine automatically blips to ideally match a chosen gear; a driver-adaptive learning algorithm that senses your driving style and then adjusts its shifting accordingly; Adaptive Shift Control (ASC) that gets upgraded with navigation system synchronization in Luxe trim and above, which adds GPS mapping data to the usual sensor-based system in order to automatically select shift points when the transmission is left to its own devices in Drive, selecting the best possible gear depending on uphill, downhill or curving road conditions; plus dual automatic transmission fluid coolers to keep it running smoothly and reliably.
The navigation system was extremely accurate, and easy to operate. (Photo: Karen Tuggay, Canadian Auto Press)
I only wish steering wheel-mounted paddles were included with V6-powered cars, and not only with the aforementioned Sport trims. This more pampering Luxe trimmed example is certainly sporty enough to warrant paddle shifters, and I for one would feel a bit put off if I paid $50k-plus for a performance coupe and wasn’t able to enjoy the hands-on control that paddles provide.
The Around View parking monitor provides a split-screen with a regular backup camera as well as an overhead bird’s eye view that really helps out in tight situations. (Photo: Karen Tuggay, Canadian Auto Press)
That Eco mode mentioned earlier is a pet peeve of mine, and not because it strangely still doesn’t include an auto start/stop function. While it seems to work pretty well for saving fuel, it incorporates one of my most disliked features of any car made anywhere. The Active Eco Pedal pushes back on your right foot when attempting to apply more throttle than it feels is necessary to maximize fuel economy, and I loathe this so much that I purposely won’t use Eco mode. Of note, I often use Eco mode with Infiniti’s competitors, as I like saving fuel when driving in the city, but I find the Active Eco Pedal so disturbingly intrusive that I’d rather pay more for less driving interference. Go ahead and search for it online and you’ll quickly see my distaste for this device isn’t unique, and I’m willing to be the sooner Infiniti gets rid of it the faster people will want to purchase its cars. On the positive, this version doesn’t push back as aggressively as early versions, but it still feels as if you’re pushing down on a block of wood instead of a nicely progressive gas pedal.
The lower touchscreen adds a hands-on approach that I really appreciate. (Photo: Karen Tuggay, Canadian Auto Press)
Speaking of economy, the new 3.0-litre V6 is much more fuel-efficient than the previous 3.7-litre version, with my weeklong non-Active Eco Pedal usage measuring a combined 11.7 L/100km from mostly city and some highway driving, which comes fairly close to matching the claimed Transport Canada rating of 12.3 city, 8.6 highway and 10.7 combined. The soon-to-be-discontinued four-cylinder gets a thriftier 11.2 city, 8.5 highway and 10.0 combined rating, by the way, which really isn’t all that much better than the V6, while the brilliantly quick 400 horsepower Red Sport version is good for an estimated 12.5 city, 9.2 highway and 11.0 combined, which once again isn’t much of a penalty for its superb performance capability.
Along with connection to an excellent 7-speed automatic transmission, the gearshift knob is finished in leather, metal and piano black lacquer. (Photo: Karen Tuggay, Canadian Auto Press)
I’ll refrain from deep diving into every last feature and option available to Q60 buyers this time around, mostly because this review is coming out towards the end of the 2018 model’s availability and the 2019 will see plenty of changes to trims and feature sets as noted earlier, but suffice to say this current model year and the next one offer premium buyers loads of value. For example, a shortlist of standard features found on the base Pure model include such niceties as full LED headlamps, proximity keyless access, pushbutton ignition, signed aluminum treadplates, genuine aluminum interior inlays, dual-zone auto HVAC, Infiniti InTouch dual display infotainment with an 8.0-inch top monitor and 7.0-inch lower touchscreen, a reverse camera, voice recognition, text message capability, satellite radio, a powered moonroof, eight-way powered front seats with power lumbar support, rear parking sensors, Scratch Shield self-healing paint, plus all the usual active and passive safety features.
The upper infotainment display is controlled via this rotating knob and its surrounding quick-access buttons. (Photo: Karen Tuggay, Canadian Auto Press)
Along with the more powerful engine, my 3.0T Luxe tester added remote start, auto-dimming side mirrors, a heatable power tilt and telescopic steering wheel, heatable front seats, memory for the steering wheel, seats, and side mirrors, soft perforated semi-aniline premium leather upholstery, accurate navigation with lane guidance and 3D building graphics, the navigation-synchronized adaptive shift control I mentioned earlier, real-time traffic info via SiriusXM Traffic, superb sounding 13-speaker Bose Centerpoint surround audio, a garage door opener, powered front seat torso bolsters, and more.
Luxe trim includes these luxuriously appointed sport seats. (Photo: Karen Tuggay, Canadian Auto Press)
Infiniti added $750 worth of Majestic White Pearl paint, plus the $5,200 ProAssist-ProActive package that includes rain-sensing wipers, auto-leveling front headlamps with adaptive cornering, front parking sensors, an Around View Monitor (AVM) with Moving Object Detection (MOD), Predictive Forward Collision Warning (PFCW), Forward Emergency Braking with Pedestrian Detection (PFEB), Blind-Spot Warning (BSW), and Back Collision Intervention (BCI) with Rear Cross Traffic Alert (CTA), which proved to be a useful collection of advanced driver assistance features that worked well without being overly sensitive.
This powered glass sunroof comes standard. (Photo: Karen Tuggay, Canadian Auto Press)
All of this advanced equipment comes in an interior that’s beautifully finished with high-quality materials. Its dash-top is all soft touch synthetic, and stitched together with contrasting thread. Infiniti provides the same impressive treatment across the entire instrument panel, all the way down to the lower console where it turns into an even softer padded leather wrap. This even includes the glove box lid. Likewise, the door panels are finished in this comfortable leather-like material from top to just under the armrests, with contrast stitching throughout—only the lower door panels are finished in a harder plastic, which unfortunately is all too common in this class.
Rear seat roominess and comfort is actually quite good for this class. (Photo: Karen Tuggay, Canadian Auto Press)
Infiniti enhanced the leather with a rich looking, substantive feeling dark grey hardwood, plus lots of attractive satin-finish aluminum. It’s all tastefully put together for a classy result, while some of its switchgear is edged in knurled metal for extra grip and a ritzier look. Even nicer, the previously noted Bose stereo includes gorgeous drilled aluminum speaker grates on the front doors. Yes, it’s easy to fall in love with the Q60 interior.
The trunk is fairly small, but this is par for the course in the personal luxury coupe category. (Photo: Karen Tuggay, Canadian Auto Press)
I’d like to see more graphical information within the gauge cluster’s multi-information display, or better yet a fully configurable TFT gauge package, but nothing like this is on offer yet. Instead, you get a simpler colour display between two analogue dials ahead of the driver, plus the aforementioned dual display infotainment system that provides more digital acreage than the majority of competitors. The top display is controlled by a rotating knob on the lower console, and the bottom display is a regular touchscreen, and while it all looks impressive initially, the latter lacks the ability to use tap, swipe and pinch gesture controls for the map, forcing you to execute such functions on the rotating dial. The latter function works reasonable well, it’s certainly not as intuitive as a regular touchscreen, which most of us are used to due to our smartphones and tablets.
Oddly the rear seatbacks aren’t divided, meaning rear passengers can’t come along for the ride if you plan on packing longer items like skis. (Photo: Karen Tuggay, Canadian Auto Press)
The perforated leather driver’s seat was wonderfully comfortable, and offered good lateral support made better via powered torso bolsters. This said I’d rather they included four-way powered lumbar support instead, but at least the fore and aft design came very close to pushing in at the ideal spot on the small of my back. Also on the positive, Q60 ergonomics fits my body like a glove. Its powered steering column has plenty of reach, while the seat is as adjustable as I could ever need, thus optimizing my driving position for total control and comfort. As I said over and over again in my reviews, this isn’t always the case due to my unique long-legged, short torso body type.
I like how Infiniti celebrates their turbocharged V6, the beautifully detailed engine cover reason enough to peek under the hood. (Photo: Karen Tuggay, Canadian Auto Press)
Rear seating space is tight of course, which is par for the course in the personal coupe category, especially amongst compact D-segment models. This said I had about four inches in front of my knees when the driver’s seat was set for my five-foot-eight medium-build frame, plus ample room for my feet and about an inch above my head to the window glass. I had reasonable side-to-side room as well, measuring about three inches from my outside shoulder and four inches from the hips, while Infiniti does not provide a centre armrest in back, but a centre console includes a shallow tray and equally shallow cupholders. The seatbacks are fairly comfortable, but I wouldn’t want to sit in the back over a long haul.
Now that I’m kind of complaining, I’m still not a fan of foot-operated parking brakes, mostly because they get in the way. Then again with the Q60 it’s not as much of a problem because no manual gearbox is offered.
It would be silly to complain about the Q60’s small 246-litre (8.7 cubic-foot) trunk, because most personal coupes don’t offer a lot when it comes to cargo carrying capacity. Fortunately it’s nicely finished with carpeting all the way around, plus Infiniti filled the empty spare tire hole with a handy tool kit holder. The rear seat folds forward, but take note there’s no split at all, which limits cargo/passenger flexibility.
Perfect it’s not, but factor in all you get with the 2018 Q60, from its potent and efficient powertrains to its gorgeous styling and ultra-rich cabin, not to mention its impressive load of standard features and optional kit, and it’s a lot of personal luxury coupe for a very reasonable price range. On looks alone I could recommend it, but it’s so much more than just a pretty face. If you want a truly special sports coupe that you won’t see coming around every other corner, I recommend you pay special attention to the Infiniti Q60.
Most of the “important” Jaguar F-Type news centered around two new trims for 2018, and despite the model year quickly coming to a close I was only able to test the fresh new turbocharged four-cylinder…
The already fabulous looking Jaguar F-Type SVR Coupe looks even more sensational in optional Velocity Blue with added carbon fibre trim. (Photo: Trevor Hofmann, Canadian Auto Press)
Most of the “important” Jaguar F-Type news centered around two new trims for 2018, and despite the model year quickly coming to a close I was only able to test the fresh new turbocharged four-cylinder P300 base trim in 2019 guise, and never had opportunity to drive the special limited edition 400 Sport at all.
It won’t be the first or last time I missed out on a new car, but I probably would’ve cried if I’d been forced to skip my test week in this stunning Velocity Blue painted F-Type SVR Coupe. First off, the colour is stunning and worth every one of its extra $4,590. My tester’s version was in a gloss finish, but Jaguar will make it matte for $9,690.
That might sound like a lot for paint, but when you’ve already spent $139,500 plus freight and fees for a new 2018 F-Type SVR Coupe or $142,500 for the same model in Convertible form (see all prices, trims, features, dealer invoice pricing and rebate info at CarCostCanada), despite this being $2,500 more affordable now than last year’s equivalent SVR, not to mention an unfathomable $44,700 less than the Porsche 911 Turbo that still comes up short some 35 horsepower, what’s another $10k?
Yowza, that’s one hot looking car. (Photo: Trevor Hofmann, Canadian Auto Press)
No doubt the same reasoning gets used when choosing to swap out the standard composite front chin moulding, louvred hood vents, mirror caps, side fender vents, and rear diffuser venturi blade with CFRP by adding the $5,100 SVR Carbon Fibre Exterior Package (the carbon fibre rear wing is standard), or for that matter upgrading the already impressive standard brakes to the optional SVR Carbon Ceramic Brake Pack for $13,260, which uses a gorgeous set of 10-spoke 20-inch diamond-turned alloys with satin black pockets to frame massive 398-mm front and 380-mm back carbon ceramic rotors clamped down on by big yellow brake calipers.
The LED headlamps are standard across the entire F-Type line, but the carbon fibre hood louvres aren’t. (Photo: Trevor Hofmann, Canadian Auto Press)
Jaguar didn’t stop there either. I would’ve been quite happy with the stock interior that’s already more opulently attired than most premium-branded sports cars available in this class, yet they added a $2,810 Full Premium Leather Interior Pack with a gorgeous Reims blue double-stitched leather and Suedecloth-wrapped instrument panel and console, and the leather was of the highest quality and softest grade.
Such could be said of the blue-stitched hides used for the steering wheel, centre console, armrests, plus the intricately quilted door panels and seats too, while Jaguar also included some sporty carbon fibre inlays to complement all the beautifully detailed aluminum trim inside.
There’s no bad angle, while these optional 20-inch alloys framing carbon ceramic brakes are a feast for performance-focused eyes. (Photo: Trevor Hofmann, Canadian Auto Press)
Some of these finishes are new for 2018, and come as part of a slight refresh that updated the steering wheel, air vent bezels, centre stack and door panels inside, not to mention exterior details like the front bumper, air intakes, lower fascia, plus standard LED headlamps and taillights. All the changes are positive, if only noticeable to true F-Type aficionados.
Life with any F-Type is good, from the aforementioned P300 Coupe that starts at just $68,500 or $71,500 with the roof removed, to this supercar thrashing grand tourer. The SVR delivers a lot of wow factor, but compared to something that might be able to keep up, like the AMG-Mercedes GT or Lamborghini Huracán, it’s more visually subdued. This is made more evident in a subtler colour like Santorini Black, where if it weren’t for the quad of crackling exhaust pipes out back it might even be able to sneak past the authorities unnoticed.
This carbon fibre rear wing is standard kit. (Photo: Trevor Hofmann, Canadian Auto Press)
The auditory ensemble is gearhead nirvana, even without pressing the amplification button on the centre console that pumps up the volume when getting hard on the throttle by opening bypass valves within the exhaust so spent gases can exit more freely. The lightweight two-mode titanium and Inconel (an austenitic nickel-chromium-based super-alloy) active exhaust system is exclusive to the SVR, and above 4,000 rpm it snaps, crackles and pops to the delight of driver, passenger and enthusiastic passersby.
Snap, crackle and pop, the SVR’s standard two-mode titanium and Inconel active exhaust is exquisitely obnoxious. (Photo: Trevor Hofmann, Canadian Auto Press)
Maybe it’s the sound, but the F-Type SVR feels even quicker at takeoff than Jaguar’s claimed three and a half-plus seconds. The big fat 305/30ZR20s do their duty, with wheel spin easily kept in check thanks to standard all-wheel drive. It’s rear-wheel biased if you prefer to get unruly, but you won’t be able to modulate the eight-speed ZF automatic’s clutch yourself, so you’ll be forced to nix traction control and work the steering wheel and throttle to will its tail end sideways. I prefer the steady and smooth approach that allows the SVR to hold its ground with uncanny resilience, Jaguar claiming more than a G of lateral grip on the skidpad. This lets you get hard on the go-pedal mid-corner and experience all of its 575 horses immediately, without hair-raising consequences.
You won’t find a better interior until you move up into ultra-exotics. (Photo: Trevor Hofmann, Canadian Auto Press)
With a body made from riveted and bonded aluminum and equally lightweight and rigid chassis construction you’d think the F-Type would at least fit into the welterweight category, but its 1,705 kilos (3,759 lbs) means that it fights it out like a middleweight in comparison to the 1,595 kg (3,516-lb) 911 Turbo. Still, the steering provides good feedback and the SVR feels plenty agile when flung hard through fast-paced S-curves, almost rambunctiously nimble. It looks long and lean and therefore more like a highway cruiser, but its reasonably short 2,622-mm wheelbase means that turn-in is quick and reactive, while high-speed stability still feels grounded and composed.
The well laid out cockpit combines good ergonomics for optimal comfort and control. (Photo: Trevor Hofmann, Canadian Auto Press)
The F-Type SVR is an easy car to drive too. Of course, any sports car approaching 600 horsepower requires respect, but the SVR doesn’t need subservient reverence when coaxing the most from its formidable performance in a quest for its nether regions. I certainly wasn’t able to find a point of no return even with its configurable Dynamic sport mode engaged, but then again I wasn’t forcing it beyond rationality and only defeated its electronic driving aids for testing.
Sporty analogue gauges flank a standard 5.0-inch multi-information display. (Photo: Trevor Hofmann, Canadian Auto Press)
Jaguar includes an adaptive suspension benefiting further from an electronic active differential with brake-induced torque vectoring, so when driven within the realms of reason the SVR was downright docile, responding to the subtlest of inputs with predictable precision. Likewise, driving around town wasn’t the type of chore such mundanities are in a low-slung exotic. In fact, the SVR needs no more concentration than any other F-Type, but glides through traffic easily while riding comfortably.
The slimline sport seats are wonderfully cosseting too, while their door-mounted 12-way multi-adjustable controls featured memory settings that, when combined with side mirror presets and the ideal positioning of the powered steering column, provided an ease of daily use that was much appreciated.
The redesigned centre stack was upgraded with carbon fibre inlays. (Photo: Trevor Hofmann, Canadian Auto Press)
Other items worthy of note include the well-organized and feature-filled 10-inch InControl Touch Pro infotainment touchscreen, which even includes a GoPro ReRun app that videotapes your drive before overlaying it with performance data. This would be brilliant at the Nürburgring Nordschleife, let alone Calabogie. Of course, a backup camera with dynamic guidelines, navigation and other functions are included within the touchscreen too, while climate controls can be adjusted from a separate interface just below.
Nothing particularly fancy, but the backup camera did its job well. (Photo: Trevor Hofmann, Canadian Auto Press)
Jaguar might want to give its collective head a shake, but believe it or not dual-zone automatic climate control is optional, available as part of the Climate Package 2 upgrade that also includes heatable or cooled seats plus a heated windshield. Fortunately, the standard HVAC system is automatic and pollen filtered yet just single-zone, while additional standard features not yet mentioned include auto-dimming interior and side mirrors, the latter power-folding and heated as well, plus proximity access with pushbutton ignition, an electromechanical parking brake, rain-sensing wipers, a heatable steering wheel, front and rear parking sensors, 10-speaker 380-watt Meridian audio, satellite and HD radio, configurable ambient lighting, and more.
Believe it or not, dual-zone auto HVAC is optional. (Photo: Trevor Hofmann, Canadian Auto Press)
Standard Intelligent Start/Stop meant that even fuel economy was kept in check, although at 15.6 L/100km city, 10.4 highway and 13.3 combined it was hardly as miserly as the P300 that achieves a claimed 10.2, 7.8 and 9.2 respectively in both Coupe and Convertible guise.
Of note, autonomous emergency braking, blindspot monitoring, closing vehicle sensing, reverse traffic detection, lane keeping assist, adaptive cruise control, a driver condition monitor and traffic sign recognition all require a modestly priced $870 Drive Pack, worth it just for the upgraded cruise control.
The 12-way powered seats are comfortable and leatherwork commendable. (Photo: Trevor Hofmann, Canadian Auto Press)
Likewise, auto high beams are a worthwhile upgrade at just $260, while I’d probably choose the $3,680 carbon fibre roof over the $1,230 fixed panoramic glass roof my tester included, just because I prefer the lightweight performance benefits and general appearance of gorgeous composite weave more than seeing sunshine or stars overhead. My tester’s powered liftgate was an extra $510 that I could do without too, as it’s a small, lightweight hatch that requires little effort and less time to open if left to its standard manual devices, and I’m sure the standard setup saves weight as well.
This fixed panoramic glass roof is optional, as is a carbon fibre roof panel. (Photo: Trevor Hofmann, Canadian Auto Press)
I could babble on about standard features and options, but that would be boring and might deprive you the joy of Jaguar’s online configuration tool, so suffice to say you won’t feel shortchanged from the SVR’s standard kit, and can easily upgrade you personal ride with the many aforementioned items, as well as 770 watts and 12 surround speakers of superb Meridian sound, semi-autonomous self parking, a garage door opener, and more, plus colour options galore.
Cargo capacity is 408 litres, but only about half that much resides under the hard cover. (Photo: Trevor Hofmann, Canadian Auto Press)
I’d take my F-Type SVR in Velocity Blue with a few of the changes noted earlier, although I’d hardly find time to complain if Jaguar conveniently forgot I had this one on loan for another week, month or year. If wishes were horses, beggars would ride, as the saying goes, and this journalist’s humble life was certainly made a lot more enjoyable thanks to this absolutely brilliant bit of British kit. I recommend the new F-Type SVR wholeheartedly, as both a performance icon and a great value proposition. It truly measures up in both respects and then some.
The Porsche 718 series started life as the Boxster way back in early 1996, the first of which arrived at the Geneva auto salon in March before going on sale as a 1997 model later that year. The Cayman…
Porsche has returned with its sportiest GTS for 2018, wholly improving 718 Boxster S and 718 Cayman S style and performance. (Photo: Porsche)
The Porsche 718 series started life as the Boxster way back in early 1996, the first of which arrived at the Geneva auto salon in March before going on sale as a 1997 model later that year. The Cayman came much later, showing up in 2005 as a 2006 model along with the second-generation Boxster.
Fast forward to 2016, which saw Porsche add the 718 prefix in honour of the classic 1957-1962 racing car of the same name for the completely redesigned 2017 model, and along with the new moniker and much improved styling the Zuffenhausen brand’s engineering team replaced an outgoing line of naturally aspirated flat sixes for a new lighter weight, more potent and more efficient horizontally opposed turbocharged four-cylinder.
The 718 Cayman, whether in base, S or GTS trim (shown), is basically a Boxster with a fixed roof. (Photo: Porsche)
The updated 718 models use a 2.0-litre turbo for base trims, good for a robust 300 horsepower and 280 lb-ft of torque and resultant 5.1-second sprint from standstill to 100km/h with its standard six-speed manual, or 4.9 seconds to 100km/h with the optional seven-speed dual-clutch automated PDK transmission, finalizing in a top speed of 275 km/h. When fitted with the automatic, both base cars offer an available Sport Chrono Package that reduces zero to 100km/h times to just 4.7 seconds.
GTS trim combines a red on black theme with plenty of leather and rich suede-like Alcantara. (Photo: Porsche)
Even the entry-level 718 is a formidable sports car thanks its reasonably small 4,379 mm by 1,801 mm dimensions, hardly heavy 1,335 kilos of unladen weight, ideally balanced mid-engine layout, quick reacting electromechanical power steering with variable steering ratio, well sorted MacPherson strut front and long-short arm multi-link rear suspension setup, standard Porsche Active Suspension Management, capable 330-mm front and 299-mm rear internally vented and cross-drilled rotors clamped down on by four-piston calipers, enhanced Porsche Stability Management featuring ABS, ASR, ABD, and an MSR pre-filling brake system with brake assist, plus amply sized 18-inch standard alloys on 235/45 and 265/45 ZR rated rubber front to rear.
Porsche gives the GTS tachometer dial a sporty red spin. (Photo: Porsche)
Those wanting more performance can opt for the 718 Boxster S or 718 Cayman S, which ups engine displacement to 2.5-litres and bumps output to 350 horsepower and 309 lb-ft of torque, resulting in a new zero to 100km/h sprint time of 4.6 seconds with the manual, 4.4 seconds with the automated PDK, and 4.2 seconds with the latter transmission and Sport Chrono Package, while terminal velocity gets pushed up to 285 km/h.
718 Boxster GTS gets unique sport seats with the trim level embroidered into the headrests. (Photo: Porsche)
This was the car Porsche introduced for 2017, and for the most part it’s still the same model being offered for the 2018 model year. Then again, Porsche never stands still. For 2018 the GTS trim line has been added back to the lineup, upping straight-line performance with an extra 15 horsepower over the 718 S for a total of 365 ponies, which is 35 horsepower more than the previous Boxster and Cayman GTS line. Likewise, torque is up by 8 lb-ft to 317, but only when mated to the PDK. The off-the-line result is the same 4.6 seconds from standstill to 100km/h for the manual, but the GTS PDK sprints to 100km/h in just 4.3 seconds, and a mere 4.1 seconds when upgraded with the Sport Chrono package, whereas the GTS model’s top-speed is 290 km/h no matter the modifications.
The 718 Cayman S provides similar performance to the GTS, with slightly more understated styling. (Photo: Porsche)
Along with the extra go-power the new 718 Boxster GTS and 718 Cayman GTS get a number of features from the lesser models’ options menu as standard equipment, including a mechanical-locking rear differential, Porsche Torque Vectoring, a 10-mm lower sport suspension system with Porsche Active Suspension Management (PASM), and 20-inch alloy wheels wrapped in 235/35 front and 265/35 rear ZR-rated rubber. Additionally, 718 GTS models feature unique black exterior trim, a red on black interior theme with suede-like Alcantara trim, and more unique styling.
Can you see yourself behind the wheel of a new 718 Boxster? (Photo: Porsche)
As you might imagine the GTS isn’t the most fuel-efficient 718 on the block, but at 12.3 L/100km in the city, 9.4 on the highway and 11.0 combined for the manual, or 11.8, 9.2 and 10.6 respectively for the PDK, it’s hardly a gas-guzzler either. The base model is the thriftiest with a claimed Transport Canada five-cycle rating of 11.0 L/100km city, 8.3 highway and 9.8 combined when mated to the manual, or 10.5 city, 8.0 highway and 9.4 combined for the PDK, whereas 718 S models bridge the gap with a rating of 12.1 city, 9.0 highway and 10.7 combined with the manual, or 11.0, 8.4 and 9.9 respectively with the PDK. Aiding fuel economy is standard auto start/stop that temporarily shuts the engine off when it would otherwise be idling, and then automatically restarts it when ready to go.
This is the base 718 Boxster. Sporty enough for you? (Photo: Porsche)
As is the case with most brands and model lineups the two-door coupe 718 Cayman is the more affordable of the two, starting at just $63,700 plus freight and fees (see CarCostCanada.com for all 718 Cayman pricing, plus dealer invoice pricing and money-saving rebate info), while a 718 Boxster (click this CarCostCanada.com link for 2018 718 Boxster pricing in detail) can be had for only $66,100. The PDK adds $3,660 no matter the trim. After that the 718 Cayman S starts at $78,600 and 718 Boxster S at $81,000, while a 718 Cayman GTS can be had for $92,600 and 718 Boxster GTS for $95,000.
The base 718 Cayman offers a lot of sports car value for the asking price. (Photo: Porsche)
As with all Porsche models even the base 718 comes well equipped with features like a three-spoke leather-wrapped multifunction sport steering wheel (inspired by the 918 Spyder supercar), a 4.6-inch high-resolution colour TFT multi-info display, a state-of-the-art infotainment touchscreen and interface with stylish graphics, a backup camera with active guidelines, Bluetooth phone connectivity with streaming audio, eight-speaker 150-watt audio, sport seats with partial leather upholstery, an electromechanical parking brake, hill start assist, front and rear parking sensors, a deep and roomy 150-litre cargo compartment up front and an even larger 275-litre trunk in the back, plus much more.
No matter the trim, the new 718 models provide exceptionally well made interiors with the latest in infotainment, including Apple CarPlay. (Photo: Porsche)
Above this, Porsche offers HID headlights with dynamic cornering capability for better nighttime visibility, rain-sensing wipers, auto-dimming mirrors, heatable seats, dual-zone auto climate control, navigation, 14-way powered sport seats with memory, and much, much more, plus you can personalize your 718 with one of 21 unique interiors, and that doesn’t include your ability to pick and choose through various inlay trims. Porsche offers four different types of seats, and four Premium packages, with the list of extras seeming to go on infinitum.
Porsche offers more colour and materials options than most rivals, allowing you to completely personalize your 718. (Photo: Porsche)
The biggest question you’ll need to ask yourself is whether you’re a coupe or convertible person, because each 718 body type has its advantages. The 718 Boxster can lower its roof and allow true wind-in-the-hair freedom, whereas the 718 Cayman provides a slightly more rigid body structure for some minor performance gains.
Either way you’ll get brilliantly sharp handling, nearly perfect balance and handling characteristics, superb ergonomics, excellent comfort, and plenty of practical storage. If Porsche didn’t already build the 911, the 718 might be the ideal sports car, and considering its mid-engine performance and exceptional value proposition that point could still be reasonably argued.
How do you make the new Civic Si even better than it already is? The Si is legendary and this new 10th-generation the most exciting version yet, but despite already offering superb stock sport compact…
A new Civic Si HFP trim upgrade adds sporty new styling details, new wheels, a sport suspension and interior mods. (Photo: Honda)
How do you make the new Civic Si even better than it already is? The Si is legendary and this new 10th-generation the most exciting version yet, but despite already offering superb stock sport compact performance, Honda has decided there’s room for improvement.
Enter the new Civic Si HFP. Yes, Civic Nation will already be well aware of the Honda Factory Performance moniker, because the Japanese automaker offered “HFP” branded aerodynamic body kits, performance-tuned suspension components, and larger, lighter alloy wheels for the eighth- and ninth-generation Civics, and likewise for the subcompact Fit hatchback.
The HFP upgrade can be added to both Si Coupe and Sedan body styles. (Photo: Honda)
With respect to the current 10th-generation Civic, a recent Honda Canada press release says the Honda Factory Performance package adds a bevy of “aesthetic and dynamic enhancements.” The former includes a new bright red front lip spoiler for “a subtle, yet fierce look,” which is “complemented by side skirts designed to improve downforce.”
The new Si HFP also gets unique 19-inch HFP matte black alloy wheels wrapped in Michelin Pilot 4S maximum-performance category rubber, these an inch larger than those on the standard Si and specified for both daily use and racetrack capability. Lastly, red and black Civic Si HFP badging gets added to the sides and rear of the car, warning regular Civic Si owners to back off.
Rallye Red is only available with the Si HFP Coupe, whereas White Orchid Pearl and Crystal Black Pearl can be had with both body styles. (Photo: Honda)
Why? No doubt those sportier wheels and tires make enough of improvement on their own, but nevertheless, behind their matte black goodness and below all that sharp looking bodywork is an upgraded HFP sport suspension with modified active dampers that not only improves ultimate performance on road and track, but also enhances the Si HFP’s ride quality over its conventionally sprung sibling.
The Honda Factory Performance package also benefits the interior by adding a new leather-wrapped shifter with red stitching, as well as an eye-catching set of red and black HFP branded floor mats.
The Civic Sedan Si is already a serious sport sedan, but the new HFP trim makes it even better on the street and track. (Photo: Honda)
The rest of the Civic Si HFP is stock Si, which means the interior is wholly more impressive than any previous Si, with two of the most comfortable and supportive sport seats in the class, plus refinement levels amongst the compact segment’s most impressive, not to mention some of its best digital interfaces.
While Honda refers to the Civic Si HFP upgrades as a “Honda Factory Performance package” in its press release, it’s more accurately an entirely new trim level, as it’s delivered complete from the factory and shown on the brand’s retail website “Build” configuration tool. What’s more, this track-ready model is exclusive to Canada.
Specially designed lightweight 19-inch HFP alloys look good in their matte black finish. (Photo: Honda)
Like the regular Si, the new Si HFP is available in both Sedan and Coupe body styles, while behind its glossy black grille is the same turbocharged 1.5-litre four-cylinder engine as in the standard Si, which is once again good for 205 horsepower and 192 lb-ft of torque, while one of the industry’s best six-speed manual transmissions continues to take care of shifting duties and a limited slip differential makes sure all that power gets down to the road.
Civic Si HFP pricing starts at $34,390 for the Sedan and $34,790 for the Coupe, adding $5,700 on top of regular Si suggested prices, with colour choices being White Orchid Pearl and Crystal Black Pearl for the four-door and White Orchid Pearl, Crystal Black Pearl and Rallye Red for the two-door.
Anyone not cognizant of a steady increase in luxury SUV sales has been focused on other things than the automotive market, but they’ll likely become amply aware when it comes time to trade in their…
New 2018 Mercedes-AMG GLC 63 S 4Matic+ SUV and Coupe models to dominate compact SUV performance segment with 503-hp apiece. (Photo: Mercedes-Benz)
Anyone not cognizant of a steady increase in luxury SUV sales has been focused on other things than the automotive market, but they’ll likely become amply aware when it comes time to trade in their ride and they visit the showroom of their favourite premium brand.
Along with the usual assortment of sport-luxury sedans, two- and four-door sport coupes, convertibles, and traditional sport wagons, they’ll be met by more new SUVs than they’ve ever seen, filling ever-increasing segments as well as micro niches never before imagined.
The new GLC Coupe is just one of those unusually welcome alternatives within the burgeoning luxury SUV sector, helping to fill out a particularly focused market segment that was previously only occupied by BMW’s X4.
The sporty Mercedes SUV arrived in similar fashion as the German brand’s GLE Coupe, which now handily goes up against BMW’s long-running X6 in the larger mid-size SUV category. The fastback Merc went on sale in 2014, a considerable eight years after the Bimmer, with Stuttgart appearing to have waited in order to judge market reaction to the Bavarian’s entry. Surprising many, Mercedes took no time bringing the smaller GLC Coupe to market the following year as a 2016 model.
The AMG GLC 63 S 4Matic+ SUV is the more practical of the two due to its traditional SUV design. (Photo: Mercedes-Benz)
Now that we’re about to enter model year 2018, things are heating up a lot more thanks to the expected arrival of Mercedes-AMG’s new GLC 63 S 4Matic+ Coupe. It’s a perfect example of how the top German brands lead all premium competitors by filling niches within niches. In this case BMW was first with its X4 M40i, but that sporty model in no way diminishes the impact of this exciting new three-pointed star entry, especially considering that along with the SUV coupe version comes a more practical AMG-tuned compact SUV.
That would be Mercedes-AMG’s GLC 63 S 4Matic+ that first showed up alongside the SUV Coupe variant at the 2017 New York International Auto Show in early April, a model that only has Audi’s SQ5, Jaguar’s F-Pace S and Range Rover’s new Velar for competition, being that BMW has yet to modify its more traditional compact X3 SUV. Just the same, both AMG-tuned M-B SUVs deliver a level of potency that should cause their rivals to shy away from a direct fight on the track.
The sweptback AMG GLC 63 S Coupe 4Matic+ gets a unique “Race” mode for track dominance. (Photo: Mercedes-Benz)
Where the X4 M40i and SQ5 put out a similar 355 and 354 horsepower respectively, plus 343 and 369 lb-ft of torque, and the slightly larger supercharged 3.0-litre V6 powered F-Pace and Velar improve on both with 380 horsepower apiece, albeit only 332 lb-ft of torque, Mercedes seems to have its targets set more directly on Porsche’s Macan Turbo that unleashes 400 horsepower and 406 lb-ft of torque in regular trim or 440 and 442 respectively with its Performance package. Still, as impressive as Porsche’s top compact SUV is, in all-conquering AMG style the two new GLC 63 S 4Matic+ models produce 503 scorching horsepower and 516 lb-ft of tire smoking torque.
The dominant engine is nothing less than Mercedes-AMG’s handcrafted and individually signed twin-turbocharged 4.0-litre V8, a dry-sump version of which is shared with the mighty AMG GT sports car, whereas cog swapping duties come by the brand’s new in-house designed and built AMG SpeedShift MCT 9-speed automatic that debuted in the E 63 S 4Matic+, a lightweight paddle shifter-actuated transmission boasting a start-off wet clutch (that replaces the torque converter), ultra-short shift/response times, and double-declutching functionality.
Both AMG GLC 63 S 4Matic+ SUV and Coupe models boast the same hand-built twin-turbo V8. (Photo: Mercedes-Benz)
Of course, such specifications result in a very quick tag team of sport utilities, with zero to 100 km/h sprints of 3.8 seconds each, aided by an electronic limited-slip rear differential and constantly variable front-to-rear torque distribution from the standard 4Matic+ all-wheel drivetrain that’s also tuned by AMG. Top speed is electronically limited to 250 km/h.
Four wheel grip is further enhanced by a standard set of twinned five-spoke lightweight 20-inch alloys on 265/45 front and 295/40 rear performance tires (or optional 21-inch forged alloys with 265/40 front and 295/35 rear rubber) that also help it stop faster via special high-performance brakes featuring 390-millimetre drilled and internally-ventilated discs front and back, whereas an adjustable air suspension with adaptive adjustable damping optimizes cornering capability.
What’s more, in order to give the GLC 63 S Coupe 4Matic+ an edge over its more pragmatic sibling, Mercedes has added a “Race” mode to its usual Comfort, Sport, Sport+ and Individual driver-selectable AMG Dynamic Select performance settings. These modify engine, transmission, suspension, steering, ESP, and all-wheel drive responsiveness depending on demands.
Interior detailing includes high grade materials finished with unique AMG detailing in black and red. (Photo: Mercedes-Benz)
An easy way to tell these ultimate performance SUVs apart from their less formidable brethren are AMG Panamericana-style frontal grilles with unique vertical strakes, similar in design to those found on the much lauded Mercedes-AMG GT C Roadster and GT R sports coupe. The GLC 63 S 4Matic+ SUV and GLC 63 S 4Matic+ Coupe also benefit from unique front and rear bumper designs, while the wheel arches are widened to fit their meatier rims and rubber, plus the SUV body style gets its first rear rooftop spoiler.
Inside, special sport seats are covered with Mercedes’ exclusive Artico leatherette bolsters and suede-like Dinamica microfibre inserts, these materials showing up elsewhere around the cabin as well. Additionally, a tasteful supply of aluminum trim joins a mostly black interior that gets spiced up with red accents, not to mention the expected AMG-embossed badges. Beautifully finished carbon-fibre trim is also available, inside and out.
The new Mercedes-AMG GLC 63 S 4Matic+ SUV and Coupe promise superb handling for both road and track. (Photo: Mercedes-Benz)
“For us, the new GLC 63 S 4MATIC+ is quite a special vehicle,” said Tobias Moers, CEO of Mercedes-AMG GmbH. “It is no easy job designing an SUV to be highly sporty and dynamic, while at the same time offering exceptional driving stability. This required us to put our heart and soul, along with our many years of SUV expertise, into the development of this vehicle. The result is an SUV that can be driven with high precision and agility and which, if required, is equally at home on a high-speed lap of the racetrack. With our V8 biturbo engine, we hold a decisive USP in the Performance market. What is more, with SUV and Coupe, we offer the widest choice in the segment. Also, the technical closeness to our sports cars is underscored visually by the Panamericana grille, which was previously reserved for our AMG GT models.”
Of note, the Canadian market will not be getting the 469 horsepower non-“S” AMG GLC 63 variant of these two SUVs, models that are available in the U.S. as well as other markets.
When the 2018 Mercedes-AMG 63 S 4Matic+ SUV and Coupe arrive in showrooms across Canada later this year, pricing will likely start in the high $80k to low $90k range.
