No matter whether on the road or at the track, Porsche makes a habit of performing at the front of the pack. After the sports car brand managed to attain the highest position possible in the Canadian Black Book (CBB) “2021 Overall Brand Award – Luxury” category for three consecutive years, it once again achieved the top spot in the latest 2021 study.
Porsche actually scores well in all of its categories, with the Panamera retaining the highest percentage of any competitor in its Prestige Luxury Car segment, a feat it’s attained for the past eight years. Similarly, the Macan, which earned the highest score in its Compact Luxury Crossover division yet again, has owned this position for three years in a row, while the legendary 911 has been on top of the Premium Sporty Car class for two years as of the 2021 CBB study.
“We are honoured and delighted to accept the Overall Brand Award – Luxury as well as three model accolades from Canadian Black Book this year,” noted Marc Ouayoun, President and CEO, Porsche Cars Canada, Ltd. “Consumers have many available choices in the market and we welcome these recognitions, which provide an additional reason to consider the brand. These outstanding acknowledgments by the leading authority highlight strong value retentions which ultimately benefit the customer.”
The Canadian Black Book study ranks vehicles on the retained percentage of their manufacturer suggested retail price (MSRP) after four years. Holding on to a high value means that ownership will cost less when it comes time for reselling or trading in for a new model, so this is a very important metric.
It shouldn’t be a shock that Porsche once again earned highest honours amongst luxury brands in J.D. Power 2021 Customer Service Index (CSI) Study. This is the second time in three years the Stuttgart-based automaker took top spot amongst its premium competitors, and this only a month since winning “most trouble-free new car overall” status for its 911 sports car, in the same third-party analytics firm’s 2021 Vehicle Dependability Study (VDS), the large owners survey resulting in Porsche’s Macan (top photo) achieving the highest podium for its “Premium Compact SUV” category.
“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”
J.D. Power’s CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” states a press release, with its latest data collection period being from July through December of 2020. Over 62,500 new vehicle owners responded to a survey, which allowed for a comprehensive list to pull results from.
Porsche received 17 more points over the 2000 CSI study, by the way, with the latest 2021 results combining for an 899-point total out of 1,000 possible points. The brand’s retail dealerships ranked in either 1st or 2nd place in each of the survey’s five classifications, which included Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.
Following any of the linked models to our Canada Prices pages shows that Porsche is currently offering each model with leasing and financing rates from zero percent, so check out each links to remind yourself what they look like, figure out trim and pricing details, plus configure the one you’re interested in with colours and options. Also, be sure to see how your CarCostCanada membership helps you access dealer invoice pricing that could save you thousands when you’re negotiating your next deal, plus remember to download our free app from the Google Play Store or Apple Store, so you’ll have all of this important info when you need it most.
It might only be April, but 2022 Porsche 911s are already available to configure and order on Porsche’s retail website.
It all started with the recent introduction of the fabulous new 502-horsepower 911 GT3, which starts at $180,300 and will be delivered this fall, while now all 2022 911 body styles and trims are showing on Porsche Canada’s retail website, with pricing for the base model moving up from $113,000 for the current model year to $115,000 for the next model year’s cars.
The $2,000 price hike is reasonable, being that the German luxury brand will add standard comfort and communications features across the entire 911 line, starting with an updated Porsche Communication Management (PCM) touchscreen measuring 10.9 inches across. It features a simplified interface inspired by the one in the new Taycan EV, which integrates entertainment, navigation, comfort and communications systems into one flexible layout that boasts plenty of personalization options.
Additionally, the PCM update includes a trial period extension for the brand’s connected services package, growing to 36 months from just 12. After the three-year initiation period is over, connected services can be had via subscription.
Porsche Connect, that comes as part of the just-noted connected services package, now includes Voice Pilot that responds to natural language prompts available when saying, “Hey Porsche.”
The Navigation Plus system now features real-time traffic information too, plus online map updates and a calendar, as well as Radio Plus.
Slow to the party, the new 911 is the first Porsche to include standard Android Auto, which should be appreciated by the bulk of consumers who use Android-powered smartphones. PCM has long included Apple CarPlay, and will continue to do so via wireless and wired connectivity.
Music lovers can rejoice too, not to mention talk radio fans, because a SiriusXM satellite radio (with 360L) three-month trial subscription is now standard.
What’s more, just as with the Taycan, all 2022 911 models can accept direct integration of Apple Music and Apple Podcasts after purchasing an Apple service subscription.
As for mechanical technologies, dual-clutch PDK transmission-equipped 911 Carrera, Targa, and Turbo models are now upgradable with Remote ParkAssist, which lets the driver remotely move the car in and out of a parking space with their smartphone when standing outside.
Additionally, Remote ParkAssist comes bundled with Active Parking Support, controlled via the new PCM. A 3D Surround View parking camera is now optional too, as is Rear Cross Traffic Alert with Lane Change Assist.
After the $115,000 base 911 Carrera, the identical coupe body style can be further upgraded to the all-wheel drive-equipped Carrera 4 from $123,400, or buyers can opt for a Carrera S at $133,100, or Carrera 4S at $141,500.
The enhanced 911 Carrera Cabriolet begins at $129,600 for 2022, while chopping the roof off with AWD results in a $138,000 Carrera 4 Cabriolet. Additionally, the 2022 Carrera S Cabriolet now starts at $147,700, while the Carrera 4S Cabriolet can be had from $156,100.
If you want the best of both worlds, the 911 Targa 4 is now available from $138,000, while the Targa 4S starts at $156,100. Once again, three 911 Turbo models are available for the coming model year, starting at $198,400 for the Turbo, and then moving up to $213,000 for the Turbo Cabriolet, plus finally $235,600 for the Turbo S and $250,200 for the Turbo S Cabriolet.
Last but hardly least, the model Porsche says is “the most focused and agile ‘992’ generation car yet” is only available in a single trim line, but we’re not complaining, as the new 2022 911 GT3 is reportedly as good as sports cars get for just $180,300. So far, no 911 GT2 model has been announced, so we’ll obviously need to come back to cover all this again when the brand’s (current) ultimate super coupe arrives on the scene.
So far, we haven’t updated our 911 coverage to include a 2022 Porsche 911 Canada Prices page (expect one soon), so for the time being check out our 2021 Porsche 911 Canada Prices page that’s showing a factory leasing and financing rate of zero percent, plus average member savings of $2,800.
Were you expecting a wallflower? The new 2022 GT3 won’t have any issues standing out in a crowd, albeit not as sensationally supercar-like as the now discontinued GT2 (don’t worry, a new one is on the way). Let’s just agree that no one will mistake it for a run-of-the-mill 911 Carrera.
Porsche recently revealed the latest version of what many Porsche purists deem the ultimate 911, and of course the updated model has been getting its fair share of attention. When peering at it from your rearview mirror, a new dual vented carbon-fibre hood lets you know to move over and give it room to get by, at which point you’ll almost immediately get a glimpse of the new model’s massive swan-neck carbon-fibre rear wing and CFRP diffuser. In their default settings, the GT3’s aerodynamic add-ons improve downforce by 50 percent over a regular 911 coupe, but with a few adjustments you can get up to 150 percent more downforce when running at 200 km/h.
All of that speed comes via the same 4.0-litre horizontally opposed six-cylinder engine as the previous model, albeit making 10 ponies more for a considerable 502 horsepower, whereas its 346 lb-ft of torque remains unchanged. Possibly the best part of the GT3 story is that all that power comes without a turbocharger, making this model the only naturally aspirated 911 available.
Instead, size matters more, the GT3’s flat-six a full litre larger than the twin-turbo Carrera’s boxer, while some pretty fancy tech goes along for the ride, including six throttle butterflies for that just-noted 10-horsepower bump, plus an ultra-lofty rev limit of 9,000 rpm. That’s out of this world for a flat engine configuration, by the way, this layout normally strongest at the low end, but not designed for whirring away at stratospheric levels.
What’s more, the engine’s natural aspiration isn’t the GT3’s only unique differentiator amongst 911 models. Even more noticeable when driving is the manual model’s six-speed gearbox, compared to the majority of 911s that sport a seven-speed manual. Just like with all 911s, GT3 owners can opt for a seven-speed dual-clutch automated PDK gearbox with paddles, but it won’t cost you a penny more. Also relevant, the GT3’s PDK isn’t specifically related to new version introduced for all other (992 series) 911s, but instead comes from the old 2019 GT3, the reasoning behind its use being an 18-kilo drop in mass and extremely fast input response.
The six-speed manual isn’t new either, but gets shared with the fabulous 718 Spyder and 718 Cayman GT4. This gearbox is lightweight, features rev-matching to make non-pro drivers sound like the real deal, and is commonly praised for its smooth actuation. The six-speed manual is in fact so good that 68.7 percent of past Canadian GT3 buyers chose it over the PDK. This probably says more for the types of performance enthusiasts that choose the GT3 over other 911 models too, that person more appreciative of the art of driving over ease of use and/or sheer straight-line performance. As is always the case, the PDK is faster off the line than the manual, the GT3 with the autobox requiring a mere 3.4 seconds from zero to 100 km/h, with 200 km/h needing just 10.8 seconds.
No matter the transmission choice, the GT3 comes standard with a wholly new double-wishbone front suspension design. The new front suspension was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR, with the GT3 being its first application in a 911 production car. It allows for a more rigid spring setup with more camber stiffness, which better isolates the shocks from transverse forces that could otherwise upset forward momentum amid shifting mass. Overall, Porsche promises better handling.
Also upgraded, the GT3’s five-arm rear suspension now includes additional ball joints for the lower wishbones, plus spherical bushings and unique dampers. Porsche says it makes the new GT3 is a better track car, but this should also translate into a better daily driver, whether your commute is urban or on a curving rural road.
Additionally, the more responsive suspension setup comes mated to standard rear-wheel steering that make them rotate up to two degrees in the same or opposite direction, depending on whether the objective is high-speed stability or easing low-speed parking manoeuvres.
To scrub off speed from the former, the outgoing GT3’s already sizeable 380 mm front brake discs grow to 408 mm too, while weighing a significant 17-percent less. As for doing better with low-speed situations, such as rolling over big speed bumps or climbing steep driveways, Porsche has included a front axle lift system to keep the gorgeous carbon fibre front lip spoiler from dragging on the pavement.
That lip spoiler, as well as the new hood, the massive wing and the rear spoiler already mentioned, are not the only exterior features produced from carbon fibre reinforced plastic, incidentally. Yet more CFRP body panels include the rear fenders and, optionally, the roof.
“Road-approved circuit rubber” is also available, while GT3 buyers can add a rear roll cage too, by opting for the Clubsport package (not available in all markets). The all-new battery requires no extra investment, however. It hits the scales after a 10-kilo diet compared to the one used in the old GT3, with all of the new model’s weight-saving improvements and increased engine performance adding up to a superb 2.8 kg/PS power-to-weight ratio.
Deleting the rear wing can eliminate even more weight, but I can’t see this being a popular choice unless planning to install an even larger one. Still, it’s possible more conservative buyers find it a bit much for everyday driving, so Porsche has provided the option to trade it for the regular 911’s power-adjustable spoiler via a Touring package.
As for GT3 interior upgrades, they continue to include plenty of Alcantara psuede on the steering wheel rim, sport seats, and elsewhere, plus Porsche’s usual “GT3” branding.
The new 2022 GT3 is now available to order, with first deliveries expected in the fall of this year.
The new 911 GT3: Time is Precious (2:35):
The New 911 GT3 at the Nürburgring (1:33):
The New 911 GT3: Onboard at the Nordschleife (7:33):
We just can’t get enough of 2018’s Porsche 935 reissue or the sensational 911 GT2 RS it’s based on, so we thought we’d shed some light on an impressive entry in this year’s Pikes Peak hill climb, not to mention the man at the wheel, racing legend Jeff Zwart.
Zwart, with 16 Pikes Peak hill climbs to his credit, celebrated his 17th entry with an impressive run up the 20-km uphill course of just 09:43.92 minutes. He later admitted to going easy on the 700 horsepower, $780,000 USD rear-wheel drive car (which equaled exactly 1,025,000 CAD at the time of publishing), due to it belonging to a personal collector, but he nevertheless ended up fifth overall and second in his Time Attack 1 class, which only allows track and race cars based on production models. Zwart may have been a bit rusty too, having not driven the course in five years, but he certainly had high praise for the modern-day 935.
“It’s the most comfortable race car I’ve ever driven,” stated Zwart after his run. “The combination of the turbo, the bodywork and the motorsport chassis is wonderful.”
Weighing in at just just 1,380 kilos (3,042 lbs), the 935 reissue is one of just 77 created after being introduced at the historic “Rennsport Reunion” motorsport event at California’s Laguna Seca Raceway on September 27, 2018. It’s a race-prepped single-seater riding on Porsche’s 991-generation 911 GT2 RS platform, but features special 935-like body panels from nose to tail, the latter boasting a longer rear section (just like the original) for increasing downforce.
The car used in the hill climb is owned by Porsche collector Bob Ingram, while its livery included support for his son Cam’s Porsche restoration shop. It sported white, grey and red paint with Pegasus branding on its rear fenders thanks to sponsorship from Mobil 1.
Clint Vahsholt, who drove a Formula Ford in the Open Wheel category, achieved the fastest overall time in this year’s event, managing only 09:35.490 minutes, whereas the quickest Porsche was a GT2 RS Clubsport piloted by David Donn, who, also in the Time Attack 1 category, achieved a 9:36.559-minute time.
The Pikes Peak road course in Colorado is officially 19.99 kilometres (12.42 miles) long and features 156 turns, while climbing 1,440 metres (4,720 ft) of elevation averaging 7.2-percent grades. The uphill race starts at Mile 7 on the Pikes Peak Highway before ending at the 4,302-metre (14,115 ft) elevation. Multiple vehicle classes take part in the Pikes Peak International Hill Climb every year, making it very popular in the motorsport community.
Say hello to Thing 1 and Thing 2. They’re not very pretty, but they can shoo, shoo, shoo, shoo!
Ok, Dr. Suess we’re not, but you’ve got to give us some credit for having a little fun with BMW’s two new cartoonish cars. The 2021 M3 sports sedan and M4 sport coupe were unveiled Tuesday, September 22, after which the world’s performance car netizens let their feelings be known in (mostly) unsatisfied ways. Artist’s renderings soon popped up showing how BMW should have designed the oft-criticized duo, which certainly isn’t the best of initial signs.
Of course, plenty of pandering professional pundits were merely calling the new M cars “bold” or “dramatic”, which probably shows more kindness than the polarizing cars deserve, but to each his or her own, as the saying goes, so whether we like BMW’s new styling approach or not, we can at least revel in their engineering prowess.
Certainly, BMW is reaching back into its storied history for inspiration, possibly pulling new M3 and M4 frontal design cues from the original mid-‘60s 2000 C and 2000 CS sport coupes that eventually became the much-loved and highly collectible 1968 to 1975 E9 CS series of coupes, not to mention much earlier 1930s and ‘40s-era 300 series cars that wore then-typical tall and narrow radiator grilles. Either way the Bavarian automaker has the automotive world abuzz, which isn’t such a bad thing on its own.
The new M3 (G80) and M4 (G82) are the products of BMW design head Domagoj Dukec, who made sure everything rearward of the massive vertical dual-kidney grille is sleek and acceptably stylish, not dissimilar to the F80, F82 and F83 compact M cars that came before. Even these models were more aggressive than any previous M3 (the M4 only came into existence with the F models), featuring subtler bodywork that more easily slid past the radar.
Now the new M3 and M4 look as fast as they are. Both are capable of sprinting from zero to 100 km/h in just 4.2 seconds in their most basic “core” trims, plus 80 to 120 km/h in only 4.1 seconds when their standard six-speed manual transmission is placed in fourth gear, and on to a top speed of 250 km/h unless upgraded with an M Driver’s Package that pushes their terminal velocity to 290 km/h.
As is now part of the M business model, upgraded Competition models can be had that chop the M3 and M4’s zero to 100 km/h time by 0.3 seconds to a mere 3.9 seconds, while the two cars’ 80 to 120 km/h passing capability gets axed by a whopping 1.5 seconds resulting in just 2.6 seconds to accomplish the feat, or so says BMWblog.com.
BMW’s 3.0-litre TwinPower Turbo inline six-cylinder engine, now internally dubbed S58, has been upgraded for its new application, with two mono-scroll turbochargers boasting quick-reacting electronically-controlled wastegates, plus ultra-efficient air-to-water intercooling. Like the old S55 twin-turbo I-6, the new engine is built upon BMW’s B58 engine architecture introduced five years ago.
The entry-level engine used in M3/M4 core models produces 48 additional horsepower over its predecessor for a maximum of 473 hp at 6,250 rpm, whereas the even more potent Competition version puts out 59 more hp for a max of 503, also at 6,250 rpm. Redline is a lofty 7,200 rpm, impressive unless comparing it to the 2007-2013 E90/E92/E93 M3 that stuffed an absolutely brilliant V8 behind its subtler grille, which easily wound up to 8,400 rpm and delivered an auditory sensation second to few.
The two M models’ quad of 100-millimetre diameter tailpipes should blat out an enticing soundtrack nonetheless, thanks in part to electrically opening/closing flaps controlled by an M Sound button. This lets drivers reduce exterior sound levels when driving through quiet neighbourhoods or merely wanting a more refined experience, or alternatively adding more sound when pushing the envelope, which requires opting for SPORT or SPORT+ modes.
Wire-arc sprayed cylinder liners lower friction and weight for a more free-revving engine, while a lightweight forged crankshaft reduces rotating mass further. Both are attached to a rigid closed-deck engine block, while the engine’s cylinder head boasts a 3D-printed core to provide better coolant flow-through along with less weight.
The core models’ torque rating is identical to the previous M3 and M4 at 406 lb-ft between 2,650 and 6,130 rpm, with Competition cars getting 73 lb-ft more for a new maximum of 479 lb-ft between 2,750 and 5,500 rpm.
In place of the core model’s standard six-speed manual gearbox, which features a rev-matching Gear Shift Assistant that makes any driver sound like a pro when downshifting, Competition model buyers need to accept BMW’s eight-speed M Steptronic automatic with Drivelogic. Drivelogic features three drive settings including “ROAD”, “SPORT” and “TRACK”, the latter only available after selecting the cars’ M Drive Professional setting. The autobox can be shifted with steering wheel paddles, which is par for the course in this class, but take note that it will remain in its chosen gear without automatically upshifting when in manual mode.
The M3 and M4 once again arrive standard with a rear-wheel drivetrain, although now new Competition trim can also be had with BMW’s xDrive all-wheel drive. The system is rear-wheel biased under normal conditions to promote BMW’s classic driving feel, but an Active M Differential apportions some of that torque to the front wheels when those in the rear experience slip.
When the aforementioned Sport mode is selected, however, additional power will be directed to the wheels in back for a more enjoyable driving experience, even so much that the rear end of the car will be able to slip sideways for some tail-wagging fun. This said, driving experts can shut off traction control entirely in order to utilize oversteer to their advantage. The M Traction Control system controls it all, with 10 different settings from near total intervention to wholly unchecked.
Considering the eyeball-pulling power of the new M3 and M4’s front grille design, you may not have noticed the longer wheels that extends 45 millimetres past the outgoing car’s axle separation, while it also includes slightly wider track for what should resulting in better ultimate road manners. A beautiful carbon fibre reinforced plastic (CFRP) roof panel is now standard, helping to lower the car’s overall centre of gravity. Lastly, the new M3 and M4 are weight-balanced front to rear ideally at 50/50.
If you think all good things happen in threes (or was that bad things?), the M3 and M4’s transmission isn’t the only component with preset driving settings. The cars’ chassis also gets three preset settings to optimize varying road conditions through an electronically-controlled Adaptive M suspension that features Comfort, Sport and Sport Plus modes. Together with a progressively stiffening setup, the M Servotronic steering system increases sharpness for better response, while 275/40ZR18 front and 285/35 ZR19 rear performance tires benefit core and Competition model handling with their rear-wheel drivetrains. Alternatively, all-wheel drive Competition trims get a set of 275/35ZR19s up front and 285/30ZR20s in back.
Braking performance has been enhanced to mirror the two M cars’ engine and suspension improvements too, with new six-piston fixed-caliper binders clamping down on 380 mm rotors in front and single-piston floating calipers biting into 370 mm discs at the rear. The brand’s M Carbon ceramic brakes are also available, featuring bigger 400 mm front and 380 mm rear rotors for even shorter stopping distances and reduced fade, enhanced thermal stability, and longer overall life. They’re easy to differentiate thanks to gold-painted calipers in place of standard blue or optional black or red. An electric “integrated braking” actuator helps improve braking response further, no matter which brakes are chosen.
Notably, the M Carbon ceramic brakes are available as a standalone option or as part of the M Race Track Package that also adds light-alloy wheels and lightweight M Carbon front seats. The M Drive Professional upgrade package, which comes standard on Competition models and is optional with core cars, features an M Drift Analyzer that records oversteer as well as opposite lock events, including the timed duration, line and drift angle. Your personal results are rated from one to five stars.
BMW Canada is promising 2021 M3 and M4 deliveries to start next spring, with pricing set to $84,300 for the sedan and $85,100 for the coupe (plus freight and fees), while pricing and details for the 2021 M4 Cabriolet should arrive sometime within now and then. Competition trim seems to be excellent value at just $4,000 extra, so therefore we think it will be most buyers’ first choice.
Just a final thought before signing off, anyone wanting the performance of the new M3 or M4 yet uncomfortable with the attention-getting grille might want to check the cars out in all-black trim. Sure it’ll be a scratch, dirt and dust magnet, but a photo of one that emerged as part of BMW’s simultaneous Performance Parts catalogue launch shows the four-door version in a much more appealing light. The digital catalogue promoted a Darth Sith-like red and black version too, which was even more over the top than the dayglow yellow and soylent green launch models, as were the counter table-sized rear wing and triangular quad of exhaust pipes. A white M4 wearing traditional M-striped BMW livery was pretty good looking though, so it appears some of the grille’s initial wow-factor can be downplayed with a subtler colour choice.
We’ve all been waiting for it. Now Porsche’s 911 Turbo has been officially unveiled and is available to order as a 2021 model, with deliveries expected later this year.
The 2021 911 Turbo fills one of two holes in Porsche’s lineup between the 911 Carrera S and 911 Turbo S, with the newest generation 911 GTS, which will slot in just below the Turbo, still awaiting official announcement.
Last April the 911 Turbo S was announced first, and considering the output of its 3.8-litre horizontally opposed engine is a staggering 640 horsepower it might at first seem as if the advent of the new Turbo becomes less eventful. Still, the non-S variant’s near identical flat-six has the highest output of any Turbo in history at 572 horsepower, and being that many more Porschephiles will purchase the much more affordable version it remains the more significant new model launch.
Of note, the new 911 Turbo makes 32 more horsepower than its 2019 predecessor, not to mention 30 lb-ft of extra torque for a total of 553 lb-ft. That allows it to blast past 100 km/h in just 2.8 seconds with the optional Sport Chrono Package added onto its slightly lighter Coupe body style, or 2.9 seconds from zero to hero in the Cabriolet. Both times are 0.2 seconds quicker than the 2019 911 Turbo Coupe and 911 Turbo Cabriolet, incidentally, which is a major leap forward on paper, at least (it’s more difficult to feel by the seat of the pants).
All of its performance gains can be attributed in part to new symmetrical VTG (variable turbine geometry) turbochargers that incorporate electrically controlled bypass valves, a reworked charge air cooling system, plus piezo fuel injectors. These improvements result in quicker throttle response, a freer rev range, stronger torque delivery, and improved performance all-round.
The new 2021 911 Turbo sports the identical standard eight-speed dual-clutch PDK automatic transmission as the 911 Turbo S, by the way, while both models also include standard Porsche Traction Management (PTM) all-wheel drive. With the 911 Turbo, a car that can attain track speeds up to 320 km/h (198 mph), such control is needed.
What’s more, the new 2021 911 Turbo boasts the same buffed up exterior contours as the Turbo S, including 46 mm (1.8 in) of extra width than the Carrera between the front fenders and 20 mm (0.8 in) more between the fenders at back. This provides more room for bigger performance rubber measuring 10 mm (0.4 in) more front to rear.
Similarly, the front brake discs are 28 mm (1.1 in) wider than those on the previous 911 Turbo, while those opting for the upcoming 2021 Turbo can also purchase the same 10-piston caliper-infused ceramic brakes made optional with the new Turbo S. Additional extras include the aforementioned Sport Chrono Package, a Sport suspension upgrade, Porsche Active Suspension Management, and a rear-wheel steering system.
As you might have expected, Porsche has modified the new 911 Turbo’s cabin with all of the same updates as found in the regular Carrera models, plus some of the features found in the new Turbo S. Standard 14-way powered Sport seats will no doubt provide as much comfort as support, while a standard Bose audio system will keep those not solely enamoured with the sound of the powertrain entertained. Also available, a Lightweight package deletes the rear jump seats (that are only useful if you have small kids or grandkids), and exchanges the standard 14-way front Sport seats for a special set of lightweight performance buckets, while also removing some sound deadening material (that make the engine and exhaust sound better), resulting in 30 kg (66 lbs) of weight savings.
A 911 Turbo Sport package is also on the menu, including some SportDesign upgrades like black and carbon-fibre exterior trim plus clear tail lamps, while a unique sounding Sport exhaust system is also available. Additionally, the options list includes lane keep assist, dynamic cruise control, night vision assist, an overhead parking camera with a 360-degree bird’s-eye view, a Burmester audio system upgrade, etcetera.
The all-new 2021 Turbo Coupe is now available to order from your local Porsche retailer for $194,400, while the new 2021 Turbo Cabriolet is available from $209,000, plus fees and freight charges.
Before making that call, mind you, you should check out our 2021 Porsche 911 Canada Prices page as there are factory leasing and financing rates from zero percent that you’ll want to get more info on. Also, take note of any rebates that only CarCostCanada members will find out about, while CarCostCanada members also have access to dealer invoice pricing that could save you even more. See how the CarCostCanada system works now, and remember to download our free CarCostCanada app onto your smartphone or tablet from the Google Android Store or Apple Store, so you can get access to all the most important car shopping info wherever you are.
During the launch of the all-new 911 Carrera, Porsche put on a runway-style fashion show highlighting each of the iconic model’s eight generations, along with numerous body styles and other permutations. While it would’ve been incorrect to dub any of these 911 successors as “retro”, being that the car was and still is an unbroken continuation of an ongoing model, some features, particularly its triangular “no-draft” vent windows, were only removed near the turn of the century with the onset of its water-cooled engine. Now Porsche is a leader in multi-zone automatic climate control system technology, particularly when it comes to the new 911 Cabriolet.
The German automaker recently developed an interior temperature sensor that can detect when the 911 Cabriolet’s retractable cloth top is opening, and then quickly make all the necessary adjustments so that front occupants won’t feel a change in cabin temperature. The advanced system incorporates 20 external and 20 internal sensors to continuously process 350-plus signals in half-second intervals, these including outlet, exterior, coolant temperatures, engine speeds, insolation, and vehicle speed. Once factoring in information from the soft-top, doors and seat positioning the system will slowly suppress a specific sensor while the convertible top is being opened, resulting ideal air temperature, air ventilation volume and air distribution to each occupant.
In a press release Porsche goes so far to claim that “911 Cabriolet drivers are surrounded by a pleasant freshness” “… even in the searing summer heat of the city,” stating that its new intelligent climate control system is especially useful at low speeds.
The system is also effective when driving with the top down in cooler temperatures, eliminating the all too common “warm feet, cool head” scenario that anyone who’s driven al fresco in winter will be familiar with. Porsche’s intelligent climate control system disseminates more warm air through the centre vents, which gives the driver and front passenger “a cozy veil of heat without having the unpleasant sensation of air being blown in their faces,” continues Porsche.
“Blissfully warm hands on the steering wheel” is another bonus that allows the 911 Cabriolet’s driver to forgo warm winter gloves, claims Porsche, while both front occupants can stow their winter jackets in the trunk.
Porsche is a master of limited-run special editions, and the new 2021 911 Targa 4S Heritage Design Edition is one of the more intriguing examples we can remember. If there ever was a car that fit the modern-day classic term to a T, this is it.
The “T” stands for Targa, and thanks to a stylish silver roof hoop that not only protects this retractable hardtop convertible’s occupants from rollover, but also pays visual tribute to the 1967 911 Targa original, this body style suits the Heritage Design Edition’s retrospective purposes even better than a 911 Coupe or Cabriolet could.
“We are evoking memories of the 1950s, 1960s, 1970s and 1980s in customers and fans with the Heritage Design models,” commented Porsche Executive Board Chairman Oliver Blume in a press release. “No brand can translate these elements into the modern day as well as Porsche. In this way, we are fulfilling the wishes of our customers. With the exclusive special editions, we are also establishing a new product line which stands for the ‘lifestyle’ dimension in our product strategy.”
While four exterior colours are available, the beautifully rich Cherry Metallic paint chosen exudes a sense of yesteryear, while the racing-inspired spear-shaped front fender stripes and round decal-like numbered livery, plus the historically accurate 1963 Porsche Crest badges, the rear deck lid-mounted Porsche Heritage insignia, gold-tone nameplates are the icing on the proverbial cake. Inside, two-tone Bordeaux Red or Black leather and Atacama Beige OLEA Club leather and corduroy add even more history to the mix, making this the perfect Porsche for those who’d love to be driving something 50 years old, but would rather enjoy the benefits of a modern 911’s performance, comforts, technical advancements, reliability and safety.
As the name implies, the new 2021 911 Targa 4S Heritage Design Edition is based on the equally new 2021 911 Targa 4S we covered last month, and therefore receives all of the goodness infused into this new 992-generation model, including new chassis tech, driver assistance systems, infotainment upgrades, etcetera. A 443 horsepower version of Porsche’s twin-turbo, horizontally opposed six-cylinder engine is housed below an auto-deployable rear wing, controlled by a paddle-prompted eight-speed dual-clutch PDK automated gearbox. With Launch Control engaged, the Targa 4S can sprint from zero to 100 km/h in under 3.6 seconds before maxing out at a 304-km/h track speed.
This new special edition, limited to 992 examples (the name chosen for the new 911’s 992 code-name) will be the first of the four Heritage Design models, the one featuring plenty of ‘50s- and ‘60s-era design cues like a green backlit tachometer and dash-mounted clock, as well as perforations in the roof liner, although soft suede-like microfibre now replaces the vinyl used in the past.
Those classic Porsche crests mentioned earlier can be found on the key fob, hood, steering wheel hub and wheel caps, the latter components centring special rims that resemble the “five-leaf” Fuchsfelge alloy wheels brought to market for the 1966 911S. Of course, the Carrera Exclusive Design wheels are considerably larger than those from the past and staggered at 20 inches in front and 21 inches at the rear, while the now frame big black-painted brake calipers.
So what’s the price for the 2021 911 Targa 4S Heritage Design Edition’s sub-1,000-unit rarity? It’ll cost you $205,900, or $50,180 more than the entry price for a regular 2021 911 Targa 4S (a 2021 911 Targa 4 can be had for $136,000). For that you’ll get all of the extras mentioned, plus a stunning gold-coloured metal “911 Heritage Design Edition XXX/992” dash plaque authenticating your purchase.
At least as celebratory, the German brand’s majority-owned subsidiary Porsche Design has created a beautiful sport watch in commemoration, and just like the car it will only be limited to 992 examples and available exclusively to 911 Targa 4S Heritage Design Edition owners. The lifestyle products and industrial design division took design cues from the car for the new wristwatch’s face, applying a white seconds hand as well as “Phosphorus Green” rings around the perimeter, in similitude to the primary gauges in the classic 356 and original 911. What’s more, the Arabic hour indices were designed to look like the block lettering used in Porsche’s nameplate, while its strap is made from the same leather as found inside Porsche models.
To learn more about the 2021 911 Targa 4S Heritage Design Edition contact your local Porsche retailer, or alternatively if you’d rather save $50k and opt for something with more modernity the brand’s aforementioned 2021 911 Targa 4 and 4S are also available to order now. To learn more about the new 911 or outgoing model, which is still available in some trims, check out our Porsche 911 Canada Prices page for 2019, 2020 or 2021 models, where you can learn about available manufacturer rebates (Porsche is currently offering zero percent on all new 911 models), financing or leasing opportunities, dealer invoice pricing that could save you thousands, and more.
To make sure you’ve got all the facts before negotiating, make sure to become a CarCostCanada member, and definitely download the free CarCostCanada app from Google Play Store or the Apple iTunes store too. This said if you’re not familiar with how CarCostCanada can save you hundreds and even thousands of dollars when you purchase your next vehicle, this article explains it in detail.
The all-new 911 (992) Coupe and Cabriolet have been with us for much of the year now, with various trims including the Carrera, Carrera S, Carrera 4, Carrera 4S and Turbo S trickling out of Porsche’s Baden-Württemberg, Stuttgart assembly plant since inception, and now that the redesigned Targa is here the 911 family is complete.
OK, GTS models have yet to arrive, but at least all 911 body styles are accounted for, until the automaker makes a Speedster variant that is. The Targa first arrived at the 1965 Frankfurt Motor Show before showing up in production trim for the 1967 model year, this first convertible 911 designed with a roll hoop behind driver and passenger to meet expected U.S. safety regulations that never materialized.
Along with the stainless steel covered roll bar, the first Targa featured a removable rear window made from plastic, this replaced with fixed rear glass window the following year, while the Targa’s roof design has been modified dramatically over the years. While the roll hoop sometimes came in black instead of silver, the first model had a removable roof panel ahead of the 1996–1998 993 model that came out with a power-sliding glass roof that automatically stowed below the rear window. The update, which carried over to the 2006–2012 997, completely overhauled the Targa’s look with sweptback C pillars and sharply angled rear quarter windows.
The 2016–2019 991.2 Targa said goodbye to the big powered sunroof and hello to a power-retractable hardtop-style roof mechanism that hoisted the entire rear deck lid ahead of storing the roof panel underneath. This new roof design allowed Porsche to return to the original silver roll hoop styling too, and thankfully this more technical approach continues forward into the new 2021 911 Targa. While the roof mechanism is a highly sophisticated bit of kit, it only takes 19 seconds to lower or raise, so therefore it can easily be done while waiting at a stoplight.
Everything under the new Targa’s beltline is mostly the latest 992-generation Carrera Coupe/Convertible design, which means that the new hood and lower front fascia eliminate the outgoing 911’s body-colour ovoid shapes and add straighter, more horizontal lines, highlighted by a big, black rectangular front vent that first catches the eye. This gives the new model a wider, more aggressive stance, whereas the sharply angled hood features classic tapered creases at each side of its indented centre, much like the original 911’s hood, but without the vented end. Porsche’s ovoid multi-element four-point LED headlight clusters are almost identical to the outgoing car, which will a positive to anyone still fearing the days of the much-lambasted 996.
The three vertical indentations on the new Targa’s B pillars, and the classic scripted “targa” nameplate and silver colour treatment, help 991 and 992 model profiles initially look the same. Inspecting the new car’s design more closely, however, in fact reveals front and rear fascias wrapping farther around the side bodywork, plus fractionally more upright headlights, tail lamps that extend forward much like the rear bumper vents, reworked front side marker lights, new flat-bezeled wheel cutouts, an updated set of mirror housings, special flush-mounted exterior door handles that extend outward when touched (replacing the outgoing model’s more traditionally rounded door pulls), and a smoother rear deck lid, all resulting a fresh new take on the classic 911 Targa’s design.
Those tail lamps come into clearer view when seen from behind, with the new model expanding on the outgoing 991’s slim, dagger-like LED-enhanced lenses and even narrower body-wide light strip by reach farther outward to each side, plus grafting on some 718-like 3D-like graphics at the centre lighting position, these sitting over seemingly open vent slats underneath, while carving out even an more linear design for the outer taillights.
Just like the new Carrera, the updated Targa’s diffuser-enhanced lower rear bumper is larger, blacker, and beefier looking than previously, while it also feeds the engine’s exhaust pipes from within instead of forcing them to exit below. Additionally, hidden under the new 911’s flowing rear deck lid and just over the aforementioned light strip, which sits below a row of gloss-black engine vent strakes, is a wider and larger active spoiler boasting multiple positions depending on variable levels of rear downforce.
The new 911 Targa’s bumpers aside, all body panels are now formed out of lightweight aluminum, whereas the front fenders and underlying body structure were lightened substantially, the latter more than halving its steel content from 63 to 30 percent. The 70 percent left over is now wholly constructed from aluminum, all of which helps to improve structural rigidity, handling, and fuel-efficiency.
New standard Targa 4 wheels measure 19 inches up front and 20 inches at the rear, with the former shod in 235/40 ZR-rated performance rubber and the latter wearing a wider set of 295/35 ZRs, whereas the Targa 4S gets a staggered set of 20- and 21-inch alloy wheels wrapped in 245/35 ZR and 305/30 ZR tires respectively.
As with the new Carreras and Turbos that arrived before, the latest Targa comes with an interior that was inspired by 911 models from the 1960s, 1970s, 1980s and even the 1990s, especially regarding the wide, horizontal dash layout to the right of the traditional arcing instrument hood. The former even incorporates a narrow shelf that mimics the lower edge of the original model’s dashboard, but that’s about it when it comes to mirroring Porsche’s past 911 cabins.
The new Targa’s electronic interfaces immediately set it apart as a state-of-the-art machine, its instrument cluster mostly digital other than housing an analogue tachometer at centre. With the ignition on the new 911 Targa follows Porsche tradition thanks to a five-dial layout, although the left TFT/LCD display incorporates a conventional-style speedometer in default mode, or alternatively the car’s new advanced driver assistance systems that include adaptive cruise control, blind spot warning, lane keeping assist, etcetera, whereas the right-side screen features a multi-information display with route guidance, audio, trip, cruise control info and more.
The just-noted horizontal dash design incorporates a big 10.9-inch high-definition Porsche Communication Management (PCM) infotainment touchscreen, which is 3.9 inch larger than the previously car’s centre display. It boasts much greater depth of colour too, plus new graphics, better performance, and additional features from fewer analogue switches.
As with the previous 911 Targa, the new 2021 version will initially ship in 4 and 4S trims, while a Targa 4 GTS will arrive later. The base Targa 4 includes Porsche’s 3.0-litre twin-turbocharged, horizontally opposed six-cylinder engine that’s good for 379 horsepower and 332 lb-ft of torque. It comes mated to a standard eight-speed PDK automated transmission with steering wheel paddles (the new autobox gets one more forward gear compared to the outgoing Targa’s seven-speed PDK), which results in a scant 4.4-second sprint from zero to 100 km/h in base trim or 4.2 seconds from standstill to 100 km/h with its Sport Chrono Package upgrade.
Porsche makes a seven-speed manual transmission available when opting for the Sport Chrono Package in the new 911 Targa 4S, which when combined with this model’s more potent 443 horsepower 3.0-litre six putting out 390 lb-ft of torque only matches the less powerful Targa 4’s 4.4-second sprint to 100 km/h, this because of the base Targa’s more efficient standard PDK gearbox. This said, when the more formidable engine is synched up to the dual-clutch automated PDK it can manage a much more entertaining 3.8-second zero to 100 km/h sprint in its base trim or 3.6 seconds to the same mark with the Sport Chrono Package.
As with the new all-wheel drive Carrera 4 and 4S that launched earlier, both Targa 4 and 4S models use a unique water-cooled front differential that features reinforced clutches to increase load capacities and overall durability. When combined with standard Porsche Traction Management (PTM), the new front axle drive system improves the two Targa models’ traction in slippery situations, while also enhancing performance in dry conditions.
What’s more, all 2021 911 Targa owners will benefit from Porsche’s new standard Wet mode that gets added to the revised steering wheel-mounted drive mode selector. The new technology automatically maintains better control over wet or snow-covered road surfaces when engaged.
Each new 911 also receives standard autonomous emergency braking with moving object detection, plus a standard high-definition backup camera and rear parking sonar improve safety further.
Also standard, Porsche Active Suspension Management (PASM) features electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring Plus (PTV Plus), standard with the Targa 4S, is optional with the base Targa 4, and includes an electronic rear differential lock with fully variable torque distribution.
Of note, the base Targa 4’s standard brake rotors are 330 millimetres in diameter both front and rear, while featuring black-painted monobloc fixed calipers with four pistons at the front. The Targa 4S, on the other hand, gets a set of 350-mm calipers bright red painted exteriors that feature six pistons up front. The Porsche Ceramic Composite Brake (PCCB) system is also available, as are staggered front/rear 20/21-inch alloy rims.
The new 2021 Porsche Targa 4 is available from $136,000 (plus freight and fees), whereas the 2021 Targa 4 S starts at $154,100. To find out more about all the 2020 Carreras and 2021 Turbo models, see our 2020 Porsche 911 Canada Prices page and 2021 Porsche 911 Canada Prices page (the 911 Targa and 2021 Carrera models will be added when Canadian-spec info is available). Here you can configure each model and trim plus add available options, research valuable rebate info, find out about manufacturer financing and leasing rates (which currently can be had from zero percent), and also access dealer invoice pricing that could easily save you thousands.
Also, be sure to browse through our complete photo gallery above, while the following four videos (Dreamcatcher is filmed in Vancouver) show the power-operated roof in its fully automated glory:
The new Porsche 911 Targa (1:07):
The new Porsche 911 Targa – Dreamcatcher (1:21):
Virtual world premiere: The new Porsche 911 Targa (3:53):
The 911 Targa – the timeline of a Porsche legend (2:15):